D.C. TO RICHMOND SOUTHEAST HIGH SPEED RAIL

PHASE IB ARCHAEOLOGICAL SURVEY, 

SEGMENTS ROAF͵BBHW 

ΈSEGMENTS 1ͳ20Ή

Rͳ18
November 2016

Phase IB Archaeological Survey for the

Washington, D.C. to Richmond, Virginia High

Speed Rail Project  

Rosslyn to Alexandria (ROAF) through  

Buckingham Branch/Hospital Wye (BBHW) Segments  

DHR #2014‐0666  
Phase IB Archaeological Survey for the 

Washington, D.C. to Richmond, Virginia 

High Speed Rail Project 

Rosslyn to Alexandria (ROAF) through 

 Buckingham Branch/Hospital Wye (BBHW) Segments 

DHR #2014-0666 

ARPA PERMIT 2015.FRSP.02 

by 

Kevin McCloskey, Earl Proper, Curtis McCoy, Emily Calhoun, 

Morgan MacKenzie, and Joseph Blondino 

Prepared for 

Virginia Department of Rail and Public Transportation 

600 E. Main Street, Suite 2102 

Richmond, Virginia 23219 

Prepared by 

DC2RVA Project Team 

801 E. Main Street, Suite 1000 

Richmond, Virginia 23219 

November 2016 

Kerri S. Barile, Principal Investigator November 2016 

D.C. to Richmond Southeast High Speed Rail i Phase IB Archaeological Survey, ROAF to BBHW 

ABSTRACT 

The proposed Washington, D.C. to Richmond (DC2RVA) segment of the Southeast High Speed 

Rail project was examined through a Phase IB archaeological survey. The proposed project is 

being completed under the auspices of the Federal Rail Administration (FRA) in conjunction with 

the Virginia Department of Rail and Public Transportation (DRPT). Because of the FRA’s 

involvement, the undertaking is required to comply with the National Environmental Policy Act 

of 1969 (NEPA) and Section 106 of the National Historic Preservation Act of 1966, as amended. 

The project is being completed as Virginia Department of Historic Resources (DHR) File Review 

#2014-0666. 

The current archaeological study included a Phase IB survey of the 20 main line segments 

(Rosslyn to Alexandria [ROAF] through Buckingham Branch/Hospital Wye [BBHW]) of the 

DC2RVA corridor based on the results of the previously completed archaeological background 

review and archaeological predictive model (Klein at al. 2015). The archaeological area of 

potential effects (APE) for the DC2RVA project includes the footprint of physical improvements 

associated with the project, inclusive of both the rail modifications and any associated roadwork. 

Engineering and design work has not yet been completed for the corridor, as such the APE 

studied as part of the current report was limited to proposed improvement to the existing CSX 

Transportation (CSXT) rail right-of-way and was specifically defined as an area encompassing 

2,109.5 acres (853.7 ha), extending 50 feet (15.2 m) on either side of the railroad centerline, an 

existing 123-mile (198-km) corridor. Subsequent reports will reflect the study of any areas within 

the APE but not discussed in this report, such as road modifications and station locations. 

The archaeological study consisted of a pedestrian survey and subsurface testing, supplemented 

by metal detector survey in selected locations, throughout the areas identified by predictive 

modeling within the APE to have high, medium, and low potential for archaeological deposits 

(termed archaeological areas). Additionally, all sites within the APE previously determined 

eligible or potentially eligible for listing on the National Register of Historic Places (NRHP) as 

well as those previously recorded sites that had not been evaluated by the DHR were examined 

regardless of their probability ranking/location within the probability model. Based on the 

pedestrian survey, subsurface testing (and, where necessary, metal detection) was carried out in 

locations deemed to have potential for intact subsurface deposits. The archaeological areas 

subjected to Phase IB survey encompassed 156.1 acres (63.2 ha). 

All archaeological areas were subjected to pedestrian survey and photo documentation followed 

by systematic subsurface testing in locations deemed to have the potential for subsurface 

deposits. Pedestrian survey found that the majority of the archaeological APE was disturbed by 

buried utility corridors, modern development, and grading associated with the railroad. Despite 

these disturbances, a total of 424 shovel test pits (STPs) was excavated across the 123-mile (198-

km) APE, within 51 discrete archaeological areas. The excavation of the shovel tests resulted in 

the recovery of 19 artifacts that date to the historic period and include ceramics, glass, metal, and 

architectural debris. Phase IB survey resulted in the identification of 21 archaeological sites and 2 
ABSTRACT 

D.C. to Richmond Southeast High Speed Rail ii Phase IB Archaeological Survey, ROAF to BBHW 

isolated finds within the surveyed portions of the APE. Of these 21 archaeological sites, 18 were 

previously identified archaeological sites and 3 were newly recorded. It is recommended that 

two sites (44CF0680 and 44FX2542) remain potentially eligible or eligible for listing on the 

NRHP, but the portion of these sites within the APE does not contribute to their overall site 

eligibility. Two sites (44SP0187 and 44SP0468) are recommended potentially eligible for listing 

on the NRHP. Two sites (44HE0840 and 44HE0841) remain unevaluated for the NRHP;

however, these resources will be surveyed, and if possible evaluated, in conjunction with a 

forthcoming architectural reconnaissance survey of all structures within the DC2RVA 

architectural APE. Twelve sites remain unevaluated, but the portion of these sites within the 

APE have been destroyed or severely compromised and as such they do not contribute to their 

respective site’s overall eligibility. Finally, the three newly recorded sites (44CE0836, 

44CE0837, and 44CE0838) and the two isolated finds are recommended not eligible for NRHP 

listing. DHR concurred with all recommendations outlined in this report in a letter dated October 

11, 2016.
D.C. to Richmond Southeast High Speed Rail iii Phase IB Archaeological Survey, ROAF to BBHW 

TABLE OF CONTENTS 

Abstract ........................................................................................................................................................ i

Table of Contents ...................................................................................................................................... iii

1. INTRODUCTION ...................................................................................................................... 1-1 

1.1 Project Location .......................................................................................................................... 1-3 

1.2 DC2RVA Project Description ................................................................................................... 1-6

1.3 Previous Cultural Resource Studies ........................................................................................ 1-6

2. ARCHAEOLOGY PROJECT DESCRIPTION ........................................................................ 2-1

3. ENVIRONMENTAL SETTING ................................................................................................ 3-1

3.1 Rosslyn to Alexandria (ROAF/01) .......................................................................................... 3-1

3.1.1 ROAF Geology ............................................................................................................. 3-2 

3.1.2 ROAF Soils ................................................................................................................... 3-2

3.1.3 ROAF Hydrology ........................................................................................................ 3-2

3.2 Alexandria to Franconia (AFFR/02) ....................................................................................... 3-2

3.2.1 AFFR Geology .............................................................................................................. 3-2

3.2.2 AFFR Soils .................................................................................................................... 3-3

3.2.3 AFFR Hydrology ......................................................................................................... 3-4

3.3 Franconia to Lorton (FRLO/03) ............................................................................................... 3-4

3.3.1 FRLO Geology ............................................................................................................. 3-4

3.3.2 FRLO Soils .................................................................................................................... 3-4

3.3.3 FRLO Hydrology ......................................................................................................... 3-5

3.4 Lorton to Powells Creek (LOPC/04) ....................................................................................... 3-6

3.4.1 LOPC Geology ............................................................................................................. 3-6

3.4.2 LOPC Soils .................................................................................................................... 3-6

3.4.3 LOPC Hydrology ........................................................................................................ 3-7

3.5 Arkendale to Dahlgren Junction (ARDJ/06) .......................................................................... 3-8

3.5.1 ARDJ Geology .............................................................................................................. 3-8

3.5.2 ARDJ Soils .................................................................................................................... 3-8
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D.C. to Richmond Southeast High Speed Rail iv Phase IB Archaeological Survey, ROAF to BBHW 

3.5.3 ARDJ Hydrology ....................................................................................................... 3-10

3.6 Dahlgren Junction to Fredericksburg (DJFB/07) ................................................................. 3-10

3.6.1 DJFB Geology ............................................................................................................. 3-10

3.6.3 DJFB Hydrology ........................................................................................................ 3-11

3.7 Fredericksburg to Hamilton (FBHA/08) .............................................................................. 3-11

3.7.1 FBHA Geology ........................................................................................................... 3-11

3.7.2 FBHA Soils ................................................................................................................. 3-11

3.7.3 FBHA Hydrology ...................................................................................................... 3-12

3.8 Hamilton to Crossroads (HAXR/09) .................................................................................... 3-12

3.8.1 HAXR Geology .......................................................................................................... 3-12

3.8.2 HAXR Soils ................................................................................................................. 3-12

3.8.3 HAXR Hydrology ..................................................................................................... 3-13

3.9 Crossroads to Guinea (XRGU/10) ......................................................................................... 3-13

3.9.1 XRGU Geology .......................................................................................................... 3-13

3.9.2 XRGU Soils ................................................................................................................. 3-14

3.9.3 XRGU Hydrology ...................................................................................................... 3-15

3.10 Guinea to Milford (GUMD/11) ............................................................................................. 3-15

3.10.1 GUMD Geology ......................................................................................................... 3-15

3.10.2 GUMD Soils ............................................................................................................... 3-15

3.10.3 GUMD Hydrology .................................................................................................... 3-16

3.11 Milford to North Doswell (MDND/12) ................................................................................ 3-16

3.11.1 MDND Geology ......................................................................................................... 3-17

3.11.2 MDND Soils ............................................................................................................... 3-17

3.11.3 MDND Hydrology .................................................................................................... 3-18

3.12 North Doswell to Elmont (NDEL/13)................................................................................... 3-19

3.12.1 NDEL Geology ........................................................................................................... 3-19

3.12.2 NDEL Soils ................................................................................................................. 3-19

3.12.3 NDEL Hydrology ...................................................................................................... 3-20

3.13 Elmont to Greendale (ELGN/14) .......................................................................................... 3-21

3.13.1 ELGN Geology ........................................................................................................... 3-21

3.13.2 ELGN Soils ................................................................................................................. 3-21

3.13.3 ELGN Hydrology ...................................................................................................... 3-22

3.14 Greendale to SAY/WAY (GNSA/15) ................................................................................... 3-23
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D.C. to Richmond Southeast High Speed Rail v Phase IB Archaeological Survey, ROAF to BBHW 

3.14.1 GNSA Geology .......................................................................................................... 3-23

3.14.2 GNSA Soils ................................................................................................................. 3-23

3.14.3 GNSA Hydrology ...................................................................................................... 3-24

3.15 SAY/WAY to AM Jct (SAAM/16) ......................................................................................... 3-24

3.15.1 SAAM Geology .......................................................................................................... 3-24

3.15.2 SAAM Soils ................................................................................................................ 3-24

3.15.3 SAAM Hydrology ..................................................................................................... 3-25

3.16 WAY to Centralia- A Line (WACE/18) ................................................................................ 3-25

3.16.1 WACE Geology ......................................................................................................... 3-25

3.16.2 WACE Soils ................................................................................................................ 3-26

3.16.3 WACE Hydrology ..................................................................................................... 3-27

3.17 AM Jct to Fulton Yard (AMFY/19) ........................................................................................ 3-28

3.17.1 AMFY Geology .......................................................................................................... 3-28

3.17.2 AMFY Soils ................................................................................................................. 3-28

3.17.3 AMFY Hydrology ..................................................................................................... 3-28

3.18 Buckingham Branch/Hospital WYe (BBHW/20) ............................................................... 3-28

3.18.1 BBHW Geology .......................................................................................................... 3-29

3.18.2 BBHW Soils ................................................................................................................ 3-29

3.18.3 BBHW Hydrology ..................................................................................................... 3-29

4. SURVEY METHODOLOGY ..................................................................................................... 4-1

4.1 Archaeological Survey .............................................................................................................. 4-1

4.2 Laboratory Methods .................................................................................................................. 4-2

5. RESULTS OF ARCHAEOLOGICAL SURVEY ...................................................................... 5-1

5.1 Disturbance ................................................................................................................................. 5-1

5.2 Rosslyn to Alexandria (ROAF/01) .......................................................................................... 5-5

5.2.1 Previously Recorded Site 44AR0037 ......................................................................... 5-7

5.2.2 Previously Recorded Site 44AX0028 ......................................................................... 5-9

5.2.3 Previously Recorded Site 44AX0207 (000-9800-0045) ........................................... 5-11

5.3 Alexandria to Franconia (AFFR/02) ..................................................................................... 5-12

5.4 Franconia to Lorton (FRLO/03) ............................................................................................. 5-12

5.4.1 Archaeological Area 3A ............................................................................................ 5-19

5.4.2 Archaeological Area 3I ............................................................................................. 5-21

5.4.3 Previously Recorded Site 44FX0453 ........................................................................ 5-24
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D.C. to Richmond Southeast High Speed Rail vi Phase IB Archaeological Survey, ROAF to BBHW 

5.4.4 Previously Recorded Sites 44FX0561 and 44FX0562 ............................................ 5-24

5.5 Lorton to Powells Creek (LOPC/04) ..................................................................................... 5-26

5.5.1 Archaeological Area 4A ............................................................................................ 5-31

5.5.2 Archaeological Area 4F ............................................................................................ 5-34

5.5.3 Previously Recorded Site 44FX2455 ........................................................................ 5-36

5.5.4 Previously Recorded Site 44FX2542 ........................................................................ 5-36

5.5.5 Previously Recorded Site 44PW1843 (000-9800-0079) .......................................... 5-39

5.6 Arkendale to Dahlgren Junction (ARDJ/06) ........................................................................ 5-41

5.6.1 Archaeological Area 6J ............................................................................................. 5-46

5.6.2 Archaeological Area 6L ............................................................................................ 5-48

5.6.3 Archaeological Area 6M ........................................................................................... 5-51

5.6.4 Archaeological Area 6N ........................................................................................... 5-51

5.6.5 Previously Recorded Site 44ST0296 ........................................................................ 5-57

5.7 Dahlgren Junction to Fredericksburg (DJFB/07) ................................................................. 5-59

5.7.1 Previously Recorded Site 44SP0187 ........................................................................ 5-61

5.8 Fredericksburg to Hamilton (FBHA/08) .............................................................................. 5-63

5.8.1 Archaeological Area 8C ............................................................................................ 5-68

5.8.1 Archaeological Area 8D ............................................................................................ 5-70

5.9 Hamilton to Crossroads (HAXR/09) .................................................................................... 5-72

5.9.1 Archaeological Area 9A ............................................................................................ 5-77

5.9.2 Archaeological Area 9B ............................................................................................ 5-80

5.9.3 Archaeological Area 9E ............................................................................................ 5-83

5.9.4 Archaeological Area 9F ............................................................................................ 5-86

5.9.5 Archaeological Area 9G ............................................................................................ 5-86

5.9.6 Previously Recorded Site 44SP0468 ........................................................................ 5-90

5.10 Crossroads to Guinea (XRGU/10) ......................................................................................... 5-90

5.10.1 Archaeological Area 10B .......................................................................................... 5-94

5.10.2 Archaeological Area 10C .......................................................................................... 5-96

5.10.3 Previously Recorded Site 44CE0106 ....................................................................... 5-97

5.11 Guinea to Milford (GUMD/11) ............................................................................................. 5-99

5.11.1 Archaeological Area 11D ........................................................................................... 5-103

5.11.2 Archaeological Area 11E ............................................................................................ 5-103

5.11.3 Archaeological Area 11F ............................................................................................ 5-107
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D.C. to Richmond Southeast High Speed Rail vii Phase IB Archaeological Survey, ROAF to BBHW 

5.11.4 Archaeological Area 11I ............................................................................................. 5-107

5.11.5 Archaeological Area 11J ............................................................................................. 5-108

5.11.6 Archaeological Area 11L ............................................................................................ 5-112

5.11.7 Archaeological Area 11M ........................................................................................... 5-114

5.11.8 Archaeological Area 11O ........................................................................................... 5-114

5.11.9 Archaeological Area 11Q ........................................................................................... 5-118

5.11.10 Archaeological Area 11T .......................................................................................... 5-118

5.11.11 Archaeological Area 11V .......................................................................................... 5-122

5.11.12 Site 44CE0836 ............................................................................................................. 5-122

5.11.13 ISF 11-1 ....................................................................................................................... 5-127

5.11.14 Previously Recorded Site 44CE0626 ....................................................................... 5-127

5.12 Milford to North Doswell (MDND/12) .............................................................................. 5-127

5.12.1 Archaeological Area 12H ........................................................................................... 5-133

5.12.2 Archaeological Area 12I ............................................................................................. 5-136

5.12.3 Archaeological Area 12J ............................................................................................. 5-138

5.12.4 Archaeological Area 12L ............................................................................................ 5-140

5.12.5 Archaeological Area 12M ........................................................................................... 5-142

5.12.6 Archaeological Area 12Q ........................................................................................... 5-142

5.12.7 Archaeological Area 12S ............................................................................................ 5-148

5.12.8 Archaeological Area 12U ........................................................................................... 5-148

5.12.9 Archaeological Area 12V............................................................................................ 5-155

5.12.10 Archaeological Area 12X .......................................................................................... 5-157

5.12.11 Archaeological Area 12Y .......................................................................................... 5-160

5.12.12 Site 44CE0837 ............................................................................................................. 5-161

5.12.13 Site 44CE0838 ............................................................................................................. 5-165

5.12.14 ISF 12-1 ....................................................................................................................... 5-168

5.13 North Doswell to Elmont (NDEL/13)................................................................................. 5-168

5.13.1 Archaeological Area 13I ......................................................................................... 5-174

5.13.2 Archaeological Area 13J ......................................................................................... 5-176

5.13.3 Archaeological Area 13P ........................................................................................ 5-177

5.13.4 Archaeological Area 13R ........................................................................................ 5-181

5.13.5 Archaeological Area 13S ......................................................................................... 5-184

5.13.6 Archaeological Area 13T ........................................................................................ 5-185
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D.C. to Richmond Southeast High Speed Rail viii Phase IB Archaeological Survey, ROAF to BBHW 

5.14 Elmont to Greendale (ELGN/14) ........................................................................................ 5-189

5.14.1 Archaeological Area 14A ........................................................................................ 5-193

5.14.2 Archaeological Area 14G ........................................................................................ 5-195

5.14.3 Archaeological Area 14I ......................................................................................... 5-196

5.15 Greendale to SAY/WAY (GNSA/15) ................................................................................. 5-201

5.15.1 Archaeological Area 15B ........................................................................................ 5-205

5.16 SAY/WAY to AM Jct (SAAM/16) ....................................................................................... 5-207

5.17 WAY to Centralia- A Line (WACE/18) .............................................................................. 5-210

5.17.1 Archaeological Area 18C ........................................................................................ 5-219

5.17.2 Archaeological Area 18AD..................................................................................... 5-221

5.17.3 Archaeological Area 18AH .................................................................................... 5-221

5.17.4 Archaeological Area 18AK ..................................................................................... 5-225

5.17.5 Previously Recorded Site 44CF0680 ..................................................................... 5-227

5.17.6 Previously Recorded Site 44HE0840 ..................................................................... 5-228

5.17.7 Previously Recorded Site 44HE0841 ..................................................................... 5-231

5.18 AM Jct to Fulton Yard (AMFY/19) ...................................................................................... 5-231

5.18.1 Previously Recorded Site 44HE1095 ..................................................................... 5-231

5.19 Buckingham Branch/Hospital WYe (BBhw/20) ............................................................... 5-235

6. SUMMARY AND RECOMMENDATIONS ........................................................................... 6-1

7. REFERENCES ............................................................................................................................. 7-1

APPENDIX A: MAPS DETAILING ARCHAEOLOGICAL AREAS .............................................. A-1

APPENDIX B: SHOVEL TEST CATALOG ........................................................................................ B-1

APPENDIX C: ARTIFACT CATALOG ............................................................................................... C-1

APPENDIX D: ARPA PERMIT ............................................................................................................ D-1

APPENDIX E: NEWLY RECORDED ARCHAEOLOGICAL SITE FORMS .................................. E-1 

APPENDIX F: GPS COORDINATES OF SHOVEL TESTS EXCAVATED ON NPS LAND ....... F-1 

LIST OF FIGURES 

Figure 1-1: Overview of the SEHSR Corridor. .................................................................................... 5-2

Figure 1-2: Overview of the DC2RVA Project Corridor. ................................................................... 5-4

Figure 1-3: Overview of the DC2RVA Project Segments................................................................... 5-5

Figure 5-1: Grading/Slope Disturbance in the APE: Area 3F, Looking South; Area 4D, 

Looking Southwest; Area 6H, Looking East; Area 9H, Looking Northwest; 

and Area 13E, Looking North ....................................................................................... 5-3

Figure 5-2: Utility Disturbance in the APE .......................................................................................... 5-4
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D.C. to Richmond Southeast High Speed Rail ix Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-3: Standing Water within the APE ........................................................................................ 5-5

Figure 5-4: APE of the ROAF Segment ................................................................................................ 5-6

Figure 5-5: Overview of Site 44AR0037 from Public Bike Trail Outside the APE, Looking 

Northwest ........................................................................................................................ 5-7

Figure 5-6: Sites 44AR0037, 44AX0028, and 44AX0207 ...................................................................... 5-8

Figure 5-7: Overgrown Graded Landform Occupying the APE within Site 44AR0037 ............... 5-9

Figure 5-8: Site 44AX0028 Approaching DC2RVA Corridor (Rail to Left is a Spur, Main 

DC2RVA Corridor is in Background), Looking West ............................................. 5-10

Figure 5-9: Left, Preserved Section of Alexandria Canal (44AX0028), Looking Southeast. 

Right, Detail of Preserved Section of Alexandria Canal, Looking Southeast....... 5-10

Figure 5-10: Site 44AX0207 within the APE, Looking South .......................................................... 5-11

Figure 5-11: APE of the AFFR Segment ............................................................................................. 5-13

Figure 5-12: APE of the FRLO Segment ............................................................................................. 5-14

Figure 5-13: Disturbed Areas in FRLO Segment .............................................................................. 5-15

Figure 5-14: Disturbed Areas in FRLO Segment .............................................................................. 5-16

Figure 5-15: Disturbed Areas in FRLO Segment .............................................................................. 5-17

Figure 5-16: Typical Environmental Setting in FRLO Segment, Looking South .......................... 5-18

Figure 5-17: Railroad Bridge Over Accotink Creek in Northeastern End of Area 3L, 

Looking North ............................................................................................................... 5-18

Figure 5-18: Crew Member Screening in Small Testable Portion of Area 3A, 

Looking North ............................................................................................................... 5-19

Figure 5-19: STP Survey in Area 3A ................................................................................................... 5-20

Figure 5-20: Representative Soil Profile from Area 3A, STP 3A-1 ................................................. 5-21

Figure 5-21: Representative Soil Profile from Area 3I, 3I-1 ............................................................. 5-21

Figure 5-22: Pond and Steep Grade Occupying Corridor in Southern Part of 3I, 

Looking West ................................................................................................................ 5-22

Figure 5-23: Portion of Area 3I Subjected to STP Survey, Looking North. .................................. 5-22

Figure 5-24: Map of STP Survey in Area 3I ....................................................................................... 5-23

Figure 5-25: Left, Project Corridor Immediately Adjacent to Site 44FX0562, Looking 

South; and Area 3C Corridor Adjacent to Sites 44FX0561 and 44FX0562, 

Looking South ............................................................................................................... 5-24

Figure 5-26: Overview Map of Sites 44FX0561, 44FX0562, and 44FX0453 .................................... 5-25

Figure 5-27: Overview of Site 44FX0453, Looking East ................................................................... 5-26

Figure 5-28: APE of the LOPC Segment ............................................................................................. 5-27

Figure 5-29: Representative View of the LOPC Segment APE Setting, Looking Northeast ....... 5-28

Figure 5-30: Left, Marumsco Creek Crossing the APE, Looking North; and Right, 

Occoquan River Crossing the APE, Looking South................................................. 5-28

Figure 5-31: Left, Disturbed Portion of Area 4A, Looking South; and Right, Disturbed 

Portion of Area 4F, Looking Northwest .................................................................... 5-29

Figure 5-32: Area 4I Ditch Adjacent to the Existing Railroad Grade, Looking East ................... 5-29
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D.C. to Richmond Southeast High Speed Rail x Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-33: Steeply Sloping Side of the Existing Railroad Grade in the LOPC APE ................. 5-30

Figure 5-34: Buried Utilities Present in the LOPC APE ................................................................... 5-31

Figure 5-35: Testable Portion of Area 4A, Looking South ............................................................... 5-32

Figure 5-36: Map of STP Survey in Area 4A ..................................................................................... 5-33

Figure 5-37: Representative Soil Profile from Area 4A, STP 4A-3 ................................................. 5-34

Figure 5-38: Testable Portion of Area 4F, Looking North ............................................................... 5-34

Figure 5-39: Map of STP Survey in Area 4F ...................................................................................... 5-35

Figure 5-40: Representative Soil Profile from Area 4F, STP 4F-2 ................................................... 5-36

Figure 5-41: Sites 44FX2455 and 44FX2542 ........................................................................................ 5-37

Figure 5-42: Site 44FX2455 in Area 4E, Looking West ..................................................................... 5-38

Figure 5-43: Portion of Site 44FX2542 In the LOPC Corridor, Looking East-Northeast ............ 5-38

Figure 5-44: Site 44PW1843 within the APE of the LOPC Segment, Looking East ...................... 5-39

Figure 5-45: Site 44PW1843 .................................................................................................................. 5-40

Figure 5-46: APE of ARDJ Segment .................................................................................................... 5-41

Figure 5-47: Disturbance in the ARDJ APE ....................................................................................... 5-43

Figure 5-48: Disturbance in the ARDJ APE ....................................................................................... 5-44

Figure 5-49: Buried Utilities in Area 6D, Looking West .................................................................. 5-44

Figure 5-50: Disturbance in the ARDJ APE ....................................................................................... 5-45

Figure 5-51: Typical Environmental Setting in ARDJ Segment, Looking West ........................... 5-45

Figure 5-52: Left, Area 6J Grade and Buried Utilities, Looking West; and Right, Detail of 

Eroded Section of Utility Corridor ............................................................................. 5-46

Figure 5-53: Representative Soil Profile from Area 6J, STP 6J-3 ..................................................... 5-46

Figure 5-54: Map of STP Survey in Area 6J ....................................................................................... 5-47

Figure 5-55: Small Testable Portion of Area 6J, looking Southwest ............................................... 5-48

Figure 5-56:View of Area 6L From Leeland Road, Looking East ................................................... 5-49

Figure 5-57: Small Testable Location in Area 6L, Looking East ..................................................... 5-49

Figure 5-58: Map of STP Survey in Area 6L ...................................................................................... 5-50

Figure 5-59: Representative Soil Profile from Area 6L, STP 6L-1 ................................................... 5-51

Figure 5-60: Embankment Containing Corridor Width in Large Part of Area 6M, 

Looking Southeast ........................................................................................................ 5-52

Figure 5-61: Tested Area in 6M, Looking North ............................................................................... 5-52

Figure 5-62: Overview Map of Area 6M ............................................................................................ 5-53

Figure 5-63: Representative Soil Profile from Area 6M, STP 6M-1 ................................................ 5-54

Figure 5-64: Tested Portion of Area 6N, Looking South ................................................................. 5-54

Figure 5-65: Detail of STP 6N1 in Area 6N ........................................................................................ 5-55

Figure 5-66: Representative Soil Profile from Area 6N, STP 6N-1 ................................................. 5-55

Figure 5-67: Overview Map of Area 6N ............................................................................................. 5-56

Figure 5-68:Project Corridor Immediately Adjacent to Site 44ST0296 .......................................... 5-57

Figure 5-69: Map of Previously Recorded Site 44ST0296 ................................................................ 5-58
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D.C. to Richmond Southeast High Speed Rail xi Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-70: Representative View of the DJFB Corridor Setting, Looking South ........................ 5-59

Figure 5-71: APE of the DJFB Segment .............................................................................................. 5-60

Figure 5-72: Left, Area 7A Steep Side Slope of the Existing Railroad Grade, Looking 

Northwest; and Right, Area 7A Steep Cut Slope Down to the Existing 

Railroad Grade, Looking Southwest .......................................................................... 5-61

Figure 5-73: Area 7B on the Side Slope of the Existing Railroad Grade or on Adjacent 

Buried Utility Corridors, Looking Northeast ........................................................... 5-61

Figure 5-74: Map of Previously Recorded Site 44SP0187 ................................................................ 5-62

Figure 5-75: Site 44SP0187 and Possibly Site 44SP0188, Looking Northeast ................................ 5-63

Figure 5-76: APE of the FBHA Segment ............................................................................................ 5-64

Figure 5-77: Typical Corridor Setting in Area 8A, Showing Dry Stream, Utility Corridor 

and Artificial Grade Combining to Occupy Entire Width of APE, 

Looking Northeast ........................................................................................................ 5-65

Figure 5-78: Typical APE Setting in Area 8B, Looking West .......................................................... 5-66

Figure 5-79: Metal Retaining Wall Above Ditch in Northern Portion of Area 8C, 

Looking North ............................................................................................................... 5-66

Figure 5-80: Typical Corridor Setting in Area 8D, Looking Northwest ........................................ 5-67

Figure 5-81: Untestable Eastern End of Area 8C, Looking West .................................................... 5-68

Figure 5-82: Map of STP and MD Survey in Area 8C ...................................................................... 5-69

Figure 5-83: Tested Location within Area 8C Between Corn Fields and Existing Railroad, 

Looking West ................................................................................................................ 5-70

Figure 5-84: Representative Soil Profile from Area 8C, STP 8C-4 .................................................. 5-70

Figure 5-85: Typical Location within Area 8D, Including Small Dry Area Containing STP, 

Looking Northwest ...................................................................................................... 5-71

Figure 5-86: Representative Soil Profile from Area 8D, STP 8D-1 ................................................. 5-71

Figure 5-87: STP 8D-1, Showing Water Rapidly Filling Hole, and Disturbed, Redeposited 

Gley Soils ....................................................................................................................... 5-72

Figure 5-88: Map of STP Survey in Area 8D ..................................................................................... 5-73

Figure 5-89: APE of the HAXR Segment ............................................................................................ 5-74

Figure 5-90: Disturbance in the HAXR APE ...................................................................................... 5-75

Figure 5-91: Disturbance in the HAXR APE ...................................................................................... 5-76

Figure 5-92: Map of STP and MD Survey in Area 9A ...................................................................... 5-78

Figure 5-93: Typical Setting in Area 9A, Showing Buried Fiber Optic Cable and Inundated 

Ditch, Looking Northeast ............................................................................................ 5-79

Figure 5-94: Southern End of Area 9A, Near STP 9A-1, Looking Northwest .............................. 5-79

Figure 5-95: Soil Profile From STP 9A-2 ............................................................................................. 5-80

Figure 5-96: Overview of Area 9B from Northern End of Area ..................................................... 5-81

Figure 5-97: STP 9B-2, Showing Disturbance and Gleyed Soils ..................................................... 5-81

Figure 5-98: Map of STP and MD Survey in Area 9B ....................................................................... 5-82

Figure 5-99: STP 9B-2 Profile in Area 9B ............................................................................................ 5-83
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail xii Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-100: Treeline and Ditch Containing Buried Petroleum Line at Southeastern 

End of Area 9E, Looking North .................................................................................. 5-84

Figure 5-101: Tested Portion of 9E, Looking North .......................................................................... 5-84

Figure 5-102: Map of STP and MD Survey in Area 9E ..................................................................... 5-85

Figure 5-103: STB 9E-3 Profile ............................................................................................................. 5-86

Figure 5-104: Southern Portion of Area 9F, with Petroleum Pipeline Marker, looking 

Northwest. ..................................................................................................................... 5-87

Figure 5-105: Northern End of Area 9F, Near STP 9F-1, Looking Southeast. ............................... 5-87

Figure 5-106: STP 9F-1 Profile ............................................................................................................. 5-88

Figure 5-107: Inundation at Southern End of Area 9G, Looking South ........................................ 5-88

Figure 5-108: Overview of Tested area in 9G, with Earthwork Section in Background, 

Looking North ............................................................................................................... 5-89

Figure 5-109: STP 9G-8, Showing Hydric Soils ................................................................................. 5-89

Figure 5-110: STP 9G-8 Profile ............................................................................................................. 5-90

Figure 5-111: Site 44SP0468 with Expanded Boundaries ................................................................. 5-91

Figure 5-112: APE of the XRGU Segment .......................................................................................... 5-92

Figure 5-113: Typical Setting in XRGU, Looking North .................................................................. 5-93

Figure 5-114: Area 10B, with Crew Located at STP 10B-1, Looking South ................................... 5-94

Figure 5-115: Map of STP Survey in Area 10B and 10C ................................................................... 5-95

Figure 5-116: Profile of STP 10B-1 ....................................................................................................... 5-96

Figure 5-117: Area 10C, Looking South ............................................................................................. 5-96

Figure 5-118: Profile of STP 10C-1 ...................................................................................................... 5-97

Figure 5-119: APE within 44CE0106, Looking North ....................................................................... 5-97

Figure 5-120: Previously Recorded Site 44CE0106 ........................................................................... 5-98

Figure 5-121: APE of the GUMD Segment ...................................................................................... 5-100

Figure 5-122: Disturbance in the GUMD APE ................................................................................ 5-101

Figure 5-123: Disturbance in the GUMD APE ................................................................................ 5-102

Figure 5-125: Map of STP Survey in Area 11D ............................................................................... 5-104

Figure 5-127: Representative Soil Profile from Area 11E, STP 11E-13 ......................................... 5-105

Figure 5-128: STP Survey in Area 11E and 11F .............................................................................. 5-106

Figure 5-130: Representative Soil Profiles from Area 11F (Top:STP 11F-3, 

Bottom: STP 11F-14) ................................................................................................... 5-108

Figure 5-131: STP Survey in Area 11I North ................................................................................... 5-109

Figure 5-132: STP Survey in Area 11I and 11J South ...................................................................... 5-110

Figure 5-135: Representative Soil Profile from Area 11J, STP 11J-10 ........................................... 5-112

Figure 5-136: STP Survey in Area 11L and 11M ............................................................................. 5-113

Figure 5-138: STP Survey in Area 11M ........................................................................................... 5-114

Figure 5-141: Map of STP Survey in Area 11O ............................................................................... 5-117

Figure 5-142: Representative Soil Profile from Area 11O, STP 11O-16 ....................................... 5-118
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail xiii Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-143: STP Survey in Area 11Q ............................................................................................. 5-119

Figure 5-146: STP Survey in Area 11T .............................................................................................. 5-121

Figure 5-148: STP Survey in Area 11V ............................................................................................. 5-123

Figure 5-149: Sites 44CE0836 and 44CE0626 ................................................................................... 5-124

Figure 5-150: First Representative Soil Profile from Site 44CE0836, STP 11I-36 ........................ 5-125

Figure 5-151: Second Representative Soil Profile from Site 44CE0836, STP 11I-36 South ....... 5-125

Figure 5-152: Site 44CE0836, Looking Northeast ............................................................................ 5-126

Figure 5-153: Previously Recorded Site 44CE0626 within the APE, Looking West ................... 5-127

Figure 5-154: APE of the MDND segment ....................................................................................... 5-128

Figure 5-155: Gravel Road and Utility Disturbance in the MDND APE ..................................... 5-130

Figure 5-156: Areas 12F, 12P, 12Q, and 12R, Showing APE Lying Entirely in Steep 

Embankments or Berms, Looking North, South, South, and 

North Respectively ..................................................................................................... 5-131

Figure 5-157: Disturbance in the MDND APE ................................................................................ 5-132

Figure 5-158: Typical Setting in area 12H, Looking West ............................................................. 5-133

Figure 5-159: STP Survey in Area 12H, North ................................................................................ 5-134

Figure 5-160: STP Survey in Areas 12H, 12I, and 12J ..................................................................... 5-135

Figure 5-161: Densely Wooded Area Containing Positive STP 12H-1, Looking West .............. 5-136

Figure 5-162: STP Survey in Area 12I ............................................................................................... 5-137

Figure 5-163: Tested Portion of Area 12I, Looking West ............................................................... 5-138

Figure 5-164: Representative Soil Profile from Area 12I, STP 12I-2 ............................................. 5-138

Figure 5-165: Testable Location in Area 12j, Looking Northwest ................................................ 5-139

Figure 5-166: Representative Soil Profiles from Area 12J, STP 12J-3 ........................................... 5-139

Figure 5-167: Tested Portion of Area 12l, Looking East ................................................................. 5-140

Figure 5-168: STP Survey in Area 12L .............................................................................................. 5-141

Figure 5-169: Representative Soil Profile from Area 12L, STP 12L-1 ........................................... 5-142

Figure 5-170: Typical Setting Area 12M, With Grade Occupying Entirety of APE, 

Looking Northeast ...................................................................................................... 5-143

Figure 5-171: Location of STP 12M-1, Looking Northeast ............................................................. 5-143

Figure 5-172: STP Survey in Area 12M ............................................................................................ 5-144

Figure 5-173: STP 12M-1 ..................................................................................................................... 5-145

Figure 5-174: STP 12m-1 Profile ........................................................................................................ 5-145

Fifure 5-175: Typical Setting in Area 12Q, Looking West ............................................................. 5-146

Figure 5-176: Small Tested Area in Area 12Q, Looking Southwest ............................................. 5-146

Figure 5-177: STP Survey in Area 12Q ............................................................................................. 5-147

Figure 5-178: Typical Area 12Q Soil Profile ..................................................................................... 5-148

Figure 5-179: Typical Setting in Area 12S, Looking Northeast ..................................................... 5-149

Figure 5-180: Location of STPs in Area 12S, Looking Southwest ................................................. 5-149

Figure 5-181: STP Survey in Area 12S .............................................................................................. 5-150
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail xiv Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-182: Representative Soil Profile from Area 12S, STP 12S-1............................................ 5-151

Figure 5-183: Area 12U Access Road and Embankment Down To Existing Rail, 

Looking North ............................................................................................................. 5-151

Figure 5-184: STP Survey in Area 12U and 12V, South ................................................................. 5-152

Figure 5-185: STP Survey in Area 12U, North ................................................................................ 5-153

Figure 5-186: Level Portion within Area 12U Subjected to STP Survey, Looking North ........ 5-154

Figure 5-188: Steep Grade up to Existing Rail Line in Area 12V and Adjacent Fiber Optic 

Pipeline Marker, Looking West ................................................................................ 5-155

Figure 5-189: Narrow Level Spot Containing STP 12V-2 in Area 12V, Note Lowlying 

Access Road and Fiber Optic Pipeline Pylons, Looking North ........................... 5-156

Figure 5-190: Disturbance Noted in STP 12V-2............................................................................... 5-156

FIgure 5-191: Representative Soil Profile from Area 12v, STP 12V-2 .......................................... 5-157

Figure 5-192: APE in Area 12X at Approximate Location of a Historically Mapped Civil 

War Earthwork, Looking Southwest ....................................................................... 5-158

Figure 5-193: Flood Plain Containing STPs in Areas 12X and 12Y .............................................. 5-158

Figure 5-194: STP Survey in AreaS 12X and 12Y ............................................................................ 5-159

FIgure 5-195: Soil Profile from STP 12X-2 ........................................................................................ 5-160

Figure 5-196: Access Road Built into Side of Rail-Berm in Area 12Y, Looking South ............... 5-160

FIgure 5-197: Soil Profile from STP 12Y-2 ........................................................................................ 5-161

Figure 5-198: Sites 44CE0837 and 44CE0838 ................................................................................... 5-162

Figure 5-199: Representative Soil Profile from Site 44CE0837, STP 12J-1 ................................... 5-163

Figure 5-200: Site 44CE0837, Looking West .................................................................................... 5-164

Figure 5-201: Steam Engine or Boiler Attached to Building Adjacent to Site 44CE0837 .......... 5-164

Figure 5-202: E.A. Saunders & Sons Bottle from Site 44CE0837 ................................................... 5-165

Figure 5-203: Soil Profile from Site 44CE0838, STP 12I-4............................................................... 5-166

Figure 5-204: Excavated Shovel Test from Site 44CE0838 (STP 12I-4) Showing Subsurface 

Disturbance .................................................................................................................. 5-166

Figure 5-205: Site 44CE0838, Looking West .................................................................................... 5-167

Figure 5-206: Map of NDEL, North .................................................................................................. 5-169

Figure 5-207: Map of NDEL, South .................................................................................................. 5-170

Figure 5-208: Slope Disturbance in the NDEL APE: Area 13A, Looking Southwest; 

Area 13B, Looking South; Area 13E, Looking South; Area 13F, Looking 

South; Area 13G, Looking South; and Area 13K, Looking North ........................ 5-171

Figure 5-209: Gravel Road Disturbance in the NDEL APE ........................................................... 5-172

Figure 5-210: Inundation in the NDEL APE: Area 13H, Looking North; and Area 13Q, 

Looking South ............................................................................................................. 5-172

Figure 5-211: APE in Ashland in Area 13O, Looking North ......................................................... 5-173

Figure 5-212: Railroad Bridge over South Anna River from Area 13G, Looking 

Southwest .................................................................................................................... 5-173

Figure 5-213: Berm Containing APE Width in Area 13I, Looking East ....................................... 5-174
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail xv Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-214: STP Survey in Area 13I ............................................................................................... 5-175

Figure 5-215: Area Containing STP 13I-1, Looking Northeast ..................................................... 5-176

FIgure 5-216: Soil Profile from Area 13I ........................................................................................... 5-176

Figure 5-217: Typical View of Untestable Portions of Area 13J, with Entire APE Width 

Lying in Embankment, Looking North ................................................................... 5-177

Figure 5-218: STP Survey in Area 13J ............................................................................................... 5-178

Figure 5-219: Small Level Area Containing STP 13J1, Looking North ........................................ 5-179

Figure 5-220: Typical Setting in area 13P, Looking West .............................................................. 5-179

Figure 5-221: STP Survey in Area 13P .............................................................................................. 5-180

Figure 5-222: Tested Portion of Area 13P, Looking South ............................................................ 5-181

Figure 5-223: Typical Setting in Area 13R with APE Width Lying in Grade or Utility 

Corridor, Looking North ........................................................................................... 5-182

Figure 5-224: Tested Portion of area 13R, Looking North ............................................................. 5-182

Figure 5-225: STP Survey in Area 13R .............................................................................................. 5-183

Figure 5-226: Detail of Disturbed Profile of STP 13R-2 .................................................................. 5-184

FIgure 5-227: Soil Profile from STP 13R-2 ........................................................................................ 5-184

Figure 5-228: Untested Southern Portion of Area 13S, Typical of Most of Area, 

Looking South ............................................................................................................. 5-185

Figure 5-229: STP Survey in Area 13S .............................................................................................. 5-186

Figure 5-230: Small Tested Strip in Area 13S, Looking North ...................................................... 5-187

FIgure 5-231: Representative Soil Profile From Area 13S , STP 13S-1 ......................................... 5-187

Figure 5-232: STP Survey in Area 13T and 14A .............................................................................. 5-188

Figure 5-233: Area 13T, Looking South ............................................................................................ 5-189

FIgure 5-234: Representative Soil Profile from Area 13T, STP 13T-10 ......................................... 5-189

Figure 5-235: APE of the ELGN Segment ........................................................................................ 5-190

Figure 5-236: Grading and Standing Water Disturbance In the ELGN APE .............................. 5-192

Figure 5-237: Grading and Utility Disturbance in the ELGN APE .............................................. 5-193

Figure 5-238: Grade Containing APE Width in Area 14A, Looking Southeast .......................... 5-194

Figure 5-239: Level Area Subjected to STP Survey in Area 14A, Looking North ...................... 5-194

Figure 5-240: Distrubance Evident in STP 14A-7 ............................................................................ 5-195

FIgure 5-241: Representative Soil Profile from Area 14a, STP 14-7 .............................................. 5-195

Figure 5-242: Typical View of Disturbed Sections within Area 14G, Looking South ............... 5-196

Figure 5-243: STP Survey in Area 14G ............................................................................................. 5-197

Figure 5-244: Testable portion in Area 14G, Looking South ......................................................... 5-198

Figure 5-245: Disturbance Evident within the Soil Profile of STP 14G-1 .................................... 5-198

FIgure 5-246: Representative Soil Profile from Area 14G, STP 14G-1 ......................................... 5-199

Figure 5-247: Access Road and Ditch in Area 14I, Looking South ............................................... 5-199

Figure 5-248: STP Survey in Area 14I ............................................................................................... 5-200

Figure 5-249: Shovel Tested Portion of Area 14I, Looking North ................................................ 5-201
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail xvi Phase IB Archaeological Survey, ROAF to BBHW 

FIgure 5-250: Representative Soil Profile from Area 14I, STP 14I-1 ............................................. 5-201

Figure 5-251: APE of the GNSA Segment ........................................................................................ 5-202

Figure 5-252: Typical Setting in Area 15A, Looking South ........................................................... 5-203

Figure 5-253: Area 15C, Looking South ........................................................................................... 5-204

Figure 5-254: Area 15D, Looking South ........................................................................................... 5-204

Figure 5-255: Typical View in Area 15B, Looking North .............................................................. 5-205

Figure 5-256: STP Survey in Area 15B .............................................................................................. 5-206

Figure 5-257: Location Containing STP 15B-1, Looking North..................................................... 5-207

FIgure 5-258: Representative Soil profile from Area 15B, STP 15B-1 ........................................... 5-207

Figure 5-259: Map of SAAM .............................................................................................................. 5-208

Figure 5-260: Area 16A Corridor Completely on the Steep Side Slope of the Existing 

Railroad Grade, Looking Southwest ........................................................................ 5-209

Figure 5-261: Area 16B Rubble Pile, Looking East ......................................................................... 5-210

Figure 5-262: APE of the WACE segment, North ........................................................................... 5-211

Figure 5-263: APE of the WACE segment, South ........................................................................... 5-212

Figure 5-264: Disturbance in the WACE APE ................................................................................. 5-213

Figure 5-265: Disturbance in the WACE APE ................................................................................. 5-214

Figure 5-266: Disturbance in the WACE APE ................................................................................. 5-215

Figure 5-267: Disturbance in the WACE APE ................................................................................. 5-216

Figure 5-268: Disturbance in the WACE APE ................................................................................. 5-217

Figure 5-269: Disturbance in the WACE APE ................................................................................. 5-218

Figure 5-270: Testable Location in the Area 18C, Looking North ................................................ 5-219

Figure 5-271: STP Survey in Area 18C ............................................................................................. 5-220

Figure 5-272: Representative Soil Profile from Area 18C, STP 18C-2 .......................................... 5-221

Figure 5-273: STP Survey in Area 18AD .......................................................................................... 5-222

Figure 5-274: Testable Location in Area 18AD, Looking North ................................................... 5-223

Figure 5-275: Testable Location in Area 18AH, Looking South ................................................... 5-223

Figure 5-276: STP Survey in Area 18AH .......................................................................................... 5-224

Figure 5-277: Representative Soil Profile from Area 18AH, STP 18AH-1 ................................... 5-225

Figure 5-278: STP Survey in Area 18AK .......................................................................................... 5-226

Figure 5-279: Testable Location in Area 18AK, Looking East ....................................................... 5-227

Figure 5-280: Representative Soil Profile from Area 18AK, STP 18AK-1 .................................... 5-227

Figure 5-281: Site 44CF0680 within Area 18Al, Looking Northwest ........................................... 5-228

Figure 5-282: Sites 44CF0680.............................................................................................................. 5-229

Figure 5-283: Sites 44HE0840 and 44HE0841 .................................................................................. 5-230

Figure 5-284: APE of the AMFY Segment ........................................................................................ 5-232

Figure 5-285: Typical Setting in AMFY, Looking Southeast ......................................................... 5-233

Figure 5-286: Site 44HE1095 Location From Beneath Existing Rail at Intersection of 

East Cary and South 17th Streets, Looking Southeast ............................................ 5-233
TABLE OF CONTENTS 

D.C. to Richmond Southeast High Speed Rail xvii Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-287: SIte 44HE1095 .............................................................................................................. 5-234

Figure 5-288: Typical Setting in BBHW Segment, Looking West ................................................. 5-235

Figure 5-289: APE of the BBHW Segment ....................................................................................... 5-236

LIST OF TABLES 

Table 2-1: Archaeological Predictive Model Results by Segment and Corresponding 

Assigned Archaeological Areas .................................................................................... 2-2

Table 3-1: Soils Identified within the AFFR Archaeological APE .................................................... 3-3

Table 3-2: Soils Identified within the FRLO Archaeological APE .................................................... 3-5

Table 3-3: Soils Identified within the FRLO Archaeological APE .................................................... 3-6

Table 3-4: Soils Identified within the ARDJ Archaeological APE .................................................... 3-8

Table 3-5: Soils Identified within the DJFB Archaeological APE ................................................... 3-11

Table 3-6: Soils Identified within the FHHA Archaeological APE ................................................ 3-12

Table 3-7: Soils Identified within the HAXR Archaeological APE ................................................. 3-13

Table 3-8: Soils Identified within the XRGU Archaeological APE ................................................. 3-14

Table 3-9: Soils Identified within the GUMD Archaeological APE ............................................... 3-16

Table 3-10: Soils Identified within the MDND Archaeological APE ............................................. 3-17

Table 3-11: Soils Identified within the NDEL Archaeological APE ............................................... 3-19

Table 3-12: Soils Identified within the ELGN Archaeological APE ............................................... 3-21

Table 3-13: Soils Identified within the GNSA Archaeological APE ............................................... 3-23

Table 3-14: Soils Identified within the SAAM Archaeological APE .............................................. 3-25

Table 3-15: Soils Identified within the WACE Archaeological APE .............................................. 3-26

Table 3-16: Soils Identified within the AMFY Archaeological APE ............................................... 3-28

Table 3-17: Soils Identified within the BBHW Archaeological APE .............................................. 3-29

Table 6-1: Summary of Identified Archaeological Sites ..................................................................... 6-2
D.C. to Richmond Southeast High Speed Rail 1-1 Phase IB Archaeological Survey, ROAF to BBHW 

INTRODUCTION 

Dovetail Cultural Resource Group (Dovetail), on behalf of the Virginia Department of 

Rail and Public Transportation (DRPT), conducted a Phase IB archaeological survey of 

the Rosslyn to Alexandria (ROAF) through Buckingham Branch/Hospital Wye (BBHW) 

segments of the Washington, D.C. to Richmond (DC2RVA) project. The project is being 

completed as Virginia Department of Historic Resources (DHR) File #2014-0666. 

The Federal Railroad Administration (FRA) and DRPT propose passenger rail service and rail 

infrastructure improvements in the north-south travel corridor between Washington, D.C. and 

Richmond, VA. These passenger rail service and rail infrastructure improvements are collectively 

known as the DC2RVA project. The Project will deliver higher speed passenger rail service, 

increase passenger and freight rail capacity, and improve passenger rail service frequency and 

reliability in a corridor shared by growing volumes of passenger, commuter, and freight rail 

traffic, thereby providing a competitive option for travelers going between Washington, D.C. and 

Richmond and those traveling to and from adjacent connecting corridors. The Project is part of 

the larger Southeast High Speed Rail (SEHSR) corridor (Figure 1-1), which extends from 

Washington, D.C. through Richmond, VA, and from Richmond continues east to Hampton Roads 

(Norfolk), VA and south to Raleigh, NC, and Charlotte, NC, and then continues west to Atlanta 

and south to Florida. The Project connects to the National Railroad Passenger Corporation 

(Amtrak) Northeast Corridor (NEC) at Union Station in Washington, D.C. 

The purpose of the SEHSR program, as stated in the 2002 Tier I Final Environmental Impact 

Statement (EIS) completed for the full SEHSR corridor, is to provide a competitive transportation 

choice to travelers within the Washington, D.C. to Charlotte travel corridor. The purpose of the 

current Washington, D.C. to Richmond SEHSR project described here is to fulfill the purpose of 

the SEHSR Tier I EIS within this segment of the larger SEHSR corridor. The Project, by increasing 

rail capacity and improving travel times between Washington, D.C. and Richmond, will improve 

passenger train performance and reliability in the corridor, enabling intercity passenger rail to be 

a competitive transportation choice for travelers between Washington, D.C. and Richmond and 

beyond. 

Given FRA’s funding involvement and permitting through various other federal agencies, the 

Project is required to comply with Section 106 of the National Historic Preservation Act of 1966, 

as amended, and its implementing regulations under 36CFR800. Additionally, all cultural 

resource work was designed to comply with the Virginia Antiquities Act (Code of Virginia § 10.1-

2300) and guidelines and regulations promulgated by the DHR as necessary. 

 

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Centralia !(

Atlanta

Raleigh

Columbia

Richmond

Charlotte

Jacksonville

Washington D.C.

Cary

Jesup

Taccoa

Durham

Denmark

Savannah

Gastonia

Salisbury

Greensboro

Burlington

Petersburg

Gainesville

Spartansburg

Hampton Roads

Fredericksburg

Kannapolis

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Dovetail Figures\Fig1-1_SEHSRCorridor_8.5x11.mxd | Last Updated: 06.11.2015

Overview of the

SEHSR Corridor

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

[ 0 40 80

Miles

Basemap Source: 2014

ESRI World Light Gray Base

Figure 1-1

1 inch=80 miles

@ 8.5 x 11 inches

Southeast High

Speed Rail (SEHSR)

Segment Status

Charlotte to

Atlanta

Tier I EIS

Washington

D.C. to

Richmond

Tier II EIS

Richmond to

Raleigh

Tier II EIS

Raleigh to

Charlotte

Richmond to

Hampton

Roads

Tier I EIS

SEHSR

Extended

Feasibility Studies

Complete
INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-3 Phase IB Archaeological Survey, ROAF to BBHW 

1.1 PROJECT LOCATION 

The Washington, D.C. to Richmond corridor spans 123 miles (198 km) along an existing rail 

corridor owned by CSX Transportation (CSXT) between Control Point RO (milepost [MP] CFP 

110) in Arlington, VA to the CSXT A-Line and S-Line junction at MP A-11 in Centralia, VA 

(Chesterfield County) (Figure 1-2). For the purposes of engineering and environmental planning, 

the DC2RVA corridor has been subdivided into 22 segments that correspond with improvements 

and alternatives, and as such have been named and numbered from north to south (Figure 1-3). 

At the northern terminus in Arlington, VA, the Project limit ends at the southern approach to 

Long Bridge, a double-track rail bridge taking the rail corridor over the Potomac River; however, 

the northern terminus of Union Station in Washington, D.C. will be used for ridership and 

revenue forecasting, as well as service development planning within the Project corridor. The 

southern terminus in Centralia is the junction of two CSXT routes that begin in Richmond and 

rejoin approximately 11 miles (17.7 km) south of the city. 

Proposed improvements are along CSXT-owned track, generally parallel to the I-95 corridor 

between northern Virginia and Richmond. From north to south, the project travels through the 

following counties and cities: 

 Arlington County 

 City of Alexandria 

 Fairfax County 

 Prince William County 

 Stafford County 

 City of Fredericksburg 

 Spotsylvania County 

 Caroline County 

 Hanover County 

 Henrico County 

 City of Richmond 

 Chesterfield County 

In Arlington, the Project connects to existing CSXT track extending across the Potomac River on 

the Long Bridge into Washington, D.C. and Union Station, the southern terminus of Amtrak’s 

NEC. At Centralia, the Project connects to both the Richmond to Raleigh segment of the SEHSR 

corridor and the Richmond to Hampton Roads segment of the SEHSR corridor. The Washington, 

D.C. to Richmond segment is an integral part of the overall Washington, D.C. to Charlotte SEHSR 

corridor and provides a critical link between high speed intercity passenger service from Boston 

to Washington, D.C. and the southeastern United States. 
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\Dovetail Figures\Fig1-2_DC2RVAProjectCorridor_8.5x11.mxd | Last Updated: 06.10.2015

Overview of the

DC2RVA Project

Corridor

Projection: Lambert Conformal Conic

State Plane Virginia North FIPS 4501 Feet

North American Datum of 1983

[ 0 7 14

Miles

DC2RVA Project

Corridor

Virginia Rail Lines

1 inch=14 miles

@ 8.5 x 11 inches

Figure 1-2

Basemap Source: 2015 Bing Maps

Road (Microsoft Corporation

and its data suppliers)

RF&P

RF&P

A-Line

Buckingham

Branch

Railroad

AM Junction

S-Line

Peninsula

Subdivision

Doswell

Centralia

Arlington

(RO)

Acca

Yard

INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-6 Phase IB Archaeological Survey, ROAF to BBHW 

1.2 DC2RVA PROJECT DESCRIPTION 

The Project will include specific rail infrastructure improvements and service upgrades intended 

to improve the travel time, service frequency, and on-time performance of passenger trains 

operating between Washington, D.C. and Richmond, VA. Specific improvements to the existing 

rail infrastructure between Arlington, VA, and Centralia, VA include: 

 Corridor-wide upgrades to existing track and signal systems to achieve higher operating 

speeds, including curve realignments, higher-speed crossovers between tracks, passing 

sidings, and grade crossing improvements. 

 Corridor-wide improvements to train operating capacity to achieve higher passenger 

train service frequency and reliability, including an additional main track along most of 

the corridor, and additional controlled sidings, crossovers, yard bypasses and leads, and 

other capacity and reliability improvements at certain locations. 

 Station and platform improvements for Amtrak and Virginia Railway Express (VRE) 

stations. 

Environmental studies (a Tier II Environmental Impact Statement) in support of the Project will 

assess the environmental impacts of these improvements and identify ways to avoid, minimize, 

or otherwise mitigate such impacts. 

The Project may include locations for new or replacement intercity passenger stations on the 

Project corridor, and additional rail capacity and other improvements in the Richmond area and 

possible bypasses around Fredericksburg and Ashland. 

Studies in support of the Project will address passenger and freight rail operations and service 

between Union Station in Washington, D.C. and Richmond and beyond, but the Project does not 

include physical improvements to the Long Bridge across the Potomac River or to rail 

infrastructure within Washington, D.C. Other projects will address improvements to the rail 

infrastructure north of Arlington and south of Centralia along the SEHSR corridor. 

1.3 PREVIOUS CULTURAL RESOURCE STUDIES 

The DC2RVA corridor has been the subject of previous and ongoing cultural resource 

investigations. In 2010, McCormick Taylor conducted Phase I cultural resource investigations 

along the Powells Creek to Arkendale (PCAR) segment of the current DC2RVA corridor 

(McCormick Taylor 2010a, 2010b). The architectural investigation identified 11 resources within 

the defined APE and the archaeological study identified no sites or features within the APE. 

Based on these results and the ensuing recommendations, the DHR found the proposed rail 

improvements in this segment of the DC2RVA corridor would have no adverse effect on historic 

properties. Given this recommendation and through consultation with the DHR, the current 

archaeological investigation does not include identification and evaluation studies of the PCAR 

segment of the DC2RVA corridor. 

The AM Jct to Centralia- S Line (AMCE) segment of the DC2RVA corridor overlaps the Richmond 

to Raleigh segment of the SEHSR. The corridor between Richmond to Raleigh has been the subject 

of several cultural resource investigations over the past decade. This includes the APE 

surrounding the rail corridor itself as well as the APE of all road modification areas surrounding 

the rail line. Work was conducted between 2004 and 2012 by Mattson, Alexander and Associates, 
INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-7 Phase IB Archaeological Survey, ROAF to BBHW 

Inc., Legacy Research Associates, Inc., Louis Berger Group, Inc., and Dovetail. The results of these 

studies have been individually coordinated with the DHR, including the submission of reports 

and Digital Sharing Service (DSS)/ Virginia Cultural Resource Information System (V-CRIS) 

forms to the agency as well as formal resource eligibility recommendations for listing on the 

National Register of Historic Places (NRHP). Project effect determinations, on individual historic 

properties as well as the Richmond to Raleigh segment of the SEHSR project as a whole, were 

acquired in 2009 and 2013. Preparation of a Memorandum of Agreement to outline stipulations 

to mitigate adverse effects is currently underway. Due to this ongoing work the current 

archaeological investigation does not include an examination of the AMCE segment of the 

DC2RVA corridor.

In 2015, Dovetail examined the entire DC2RVA corridor through an archaeological background 

review and predictive model (Klein at el. 2015), the purpose of which was to guide the current 

Phase IB archaeological study. Previous studies throughout the region provided a basis for 

projection of relative probability of discovering terrestrial archaeological sites using standard 

Phase I survey techniques in the DC2RVA project corridor. Environmental variables included 

distance to major drainages, soil fertility as reflected in the Soil Conservation Service’s 

identification of soil classes, and disturbance evident on aerial images of the project corridor. 

Aspects of the built environment also used as variables included the georeferenced location of 

historic roads and National Park Service (NPS) historic trails that crossed the DC2RVA corridor. 

Documentary research provided information on previously identified architectural and 

archaeological resources, Revolutionary War and Civil War camps depicted on period maps, and 

the American Battlefield Protection Program-defined location of Civil War battlefields. 

Together, these data allowed the prediction of the settings characterized by a high, moderate, and 

low probability of discovering archaeological sites, as well as areas where previous disturbance, 

development, previous archaeological survey, or soil attributes indicate that archaeological sites 

would not be discovered. Based on the results of the background review and predictive modeling 

Dovetail recommended that 90 percent (1,890.8 acres [765.2 ha]) of the 2,109.5-acre (853.7-ha) APE 

should not be tested due to previous archaeological survey meeting DHR standards or a location 

outside of even the lowest ranked probability areas. Additionally it was recommended that all of 

the high and moderate probability areas, a total of 203.7 acres (82.4 ha), and a 10 percent sample 

of the low probability areas (approximately 1.5 acres [0.6 ha]) be subjected to shovel test pit and 

metal detector survey, where appropriate. DHR concurred with these recommendations and the 

resulting current study is directly based on the parameters and recommendations outlined in the 

Klein et al. (2015) document. In addition, feedback on the model was received from several project 

Consulting Parties, notably the City of Alexandria, Arlington County, Prince William County, 

and the City of Fredericksburg. Their comments were also imbibed into the project methodology. 

Dovetail is also conducting ongoing Phase I and II architectural investigations along the DC2RVA 

corridor. These studies are currently in progress, both in terms of survey and reporting, but are 

being completed by DC2RVA segment. These reports provide architectural background review 

results, along with historic contexts and survey results and recommendations (see Staton and 

Lesiuk 2015). As such, the current Phase IB archaeological report does not include 

recommendations/evaluations pertaining to architectural resources, including the Richmond, 

Fredericksburg & Potomac Railroad and Atlantic Coast Line and Seaboard Air Line Railroads 

themselves. Full discussions and recommendations pertaining to these resources can be found in 

the corresponding architectural reports. Additionally, the current report does not include 

background review or historic context sections, as these are presented in both the archaeological 
INTRODUCTION 

D.C. to Richmond Southeast High Speed Rail 1-8 Phase IB Archaeological Survey, ROAF to BBHW 

background review and predictive model (Klein et al. 2015), as well as the Phase I and Phase II 

architecture reports. 

1.4 CURRENT ARCHAEOLOGICAL STUDY 

The current archaeological study comprises a Phase IB survey of the DC2RVA corridor based on 

the results of the previously outlined archaeological background review and archaeological 

predictive model. The archaeological APE for the DC2RVA project, as defined in consultation 

with the DHR, includes the footprint of physical improvements associated with the project, 

inclusive of both the rail modifications and any associated roadwork. Engineering and design 

work has not yet been completed for the corridor, as such the study as presented in the current 

report was limited to proposed improvement to the existing CSXT rail right-of-way and was 

specifically defined as extending 50 feet (15.2 m) on either side of the railroad centerline within 

an existing 123-mile (198-km) corridor, for an area encompassing 2,109.5 acres (853.7 ha). 

Subsequent reports will reflect the study of any areas within the APE but not discussed in this 

report, such as road modifications and station locations. 

Based on the predictive model and through concurrence with DHR, targeted portions within the 

APE were identified for Phase IB archaeological survey, consisting of visual reconnaissance 

followed by subsurface testing and metal detection, as needed. Based on recommendations put 

forth in the predictive model and accepted by DHR, all of the high and moderate probability areas 

were subjected to Phase IB survey. Modeling recommendations called for Phase IB archaeological 

survey of a 10 percent sample of the low probability area; however, due to the small acreage 

identified as such, the entirety of the low probability area was included within the current 

investigation. Additionally, all sites within the APE previously determined eligible or potentially 

eligible for listing on the NRHP, as well as those sites that had been previously recorded but not 

been evaluated by the DHR, were examined regardless of their probability ranking/location 

within the probability model. 

The goal of the Phase IB survey was to identify archaeological sites greater than 50 years in age 

and to provide an initial assessment of the integrity and research potential of any archaeological 

sites discovered within the APE. The cultural resource survey was conducted from October 2015 

to March 2016. The fieldwork was conducted by Curtis McCoy, Kevin McCloskey, Kerry 

González, Mike Klein, Earl Proper, Morgan MacKenzie, Theresa Ulrich, Stephen Mohs, Ella 

Farahvashi, Bryce Matheny, Olivia McCarty, and Jennifer McDonough, with Kerri S. Barile 

serving as Principal Investigator. Drs. Barile and Klein, as well as Ms. González, Mr. McCoy, and 

Ms. MacKenzie, meet or exceed the standards established for Archaeologists by the Secretary of 

the Interior (SOI). 

As noted above, the engineering and design work for the project has not yet been completed, 

specifically for deep testing, proposed bypasses, station locations, and grade crossings. As such, 

these items were not included in the predictive model and the current Phase IB archaeological 

investigation along the DC2RVA corridor. Once these aspects have been designed they will be 

addressed in subsequent archaeological investigations. 
D.C. to Richmond Southeast High Speed Rail 2-1 Archaeological Phase IB Survey, ROAF to BBHW 

ARCHAEOLOGY PROJECT DESCRIPTION 

The DC2RVA corridor spans 123 miles (198 km) along an existing rail corridor owned 

by CSXT between Control Point RO (MP CFP 110) in Arlington, VA to the CSXT A-Line and SLine junction at MP A-11 in Centralia, VA (Chesterfield County). The corridor generally parallels 

the I-95 corridor between Northern Virginia and Richmond, traversing twelve cities and counties 

(Arlington County, City of Alexandria, Fairfax County, Prince William County, Stafford County, 

City of Fredericksburg, Spotsylvania County, Caroline County, Hanover County, Henrico 

County, City of Richmond, and Chesterfield County). 

As previously mentioned, for the purposes of engineering and environmental planning, the 

DC2RVA corridor has been subdivided into 22 segments. However, the predictive modeling and 

the current archaeological investigations only span the 20 main line segments, ROAF to BBHW 

(see Figure 1-3). The remaining two segments, the Fredericksburg Bypass (FBBP) and the Ashland 

Bypass (ASBP), were added to the project after the completion of the modeling and therefore were 

beyond the scope of the developed predictive model and this investigation. Also subsequent to 

the preparation of the predictive model, proposed improvements to portions of the DC2RVA 

corridor were either eliminated from consideration and/or the scope of proposed improvements 

changed as to not require subsurface disturbance. As such, the predictive model output included 

areas of archaeological potential in both the AM Jct to Fulton Yard (AMFY) and BBHW segments 

of the DC2RVA corridor that were not examined during the Phase IB investigation. Current 

proposed improvements to the AMFY segment consist only of upgrades to the rail signals, an 

undertaking that requires no subsurface disturbance and therefore has no potential to impact 

known or unknown archaeological resources. As such, the current report includes no survey or 

results within the AMFY segment. Following the completion of the predictive model large 

portions of the BBHW segment were removed from consideration, thus this Phase IB survey 

reflects this reduced area. 

Based on the results of the predictive modeling, the DC2RVA project segments were further 

subdivided for the purposes of the current archaeological study, corresponding to discrete 

locations of high, medium, and low archaeological probability (Table 2-1). These subdivided 

locations, referred to as archaeological areas, were given alphabetical letter designations within 

each of the larger 20 DC2RVA project segments within the scope of this study. In segments, such 

as ROAF and AFFR where the predictive model did not result in any high, moderate, or low 

probability locations no area designations were assigned. Additionally, the PCAR and AMCE 

segments were not assigned archaeological areas as previous survey of the corridor in these 

segments negated the need for further archaeological study. The same holds for the AMFY and 

BBHW segments, which were not assigned numbers based on changes to the DC2RVA corridor 

between modeling and the current Phase IB investigation. 

2
ARCHAEOLOGY PROJECT DESCRIPTION 

D.C. to Richmond Southeast High Speed Rail 2-2 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 2-1: ARCHAEOLOGICAL PREDICTIVE MODEL RESULTS BY SEGMENT AND 

CORRESPONDING ASSIGNED ARCHAEOLOGICAL AREAS 

Project Segment 

Probability of Archaeological Site Discovery 

Total 

High Moderate Low None 

01 Rosslyn to Alexandria 

(ROAF) 

Acreage 0 0 0 78.1 78.1 

Archaeological Areas n/a 

02 Alexandria to 

Franconia (AFFR) 

Acreage 0 0 0 58.1 58.1 

Archaeological Areas n/a 

03 Franconia to Lorton 

(FRLO) 

Acreage 7.1 0.9 0 69.4 77.4 

Archaeological Areas 3A−3R (8.5 acres) 

04 Lorton to Powells 

Creek (LOPC) 

Acreage 8.6 0.1 0 102.4 111.1 

Archaeological Areas 4A–4N (9.65 acres) 

05 Powells Creek to 

Arkendale (PCAR) 

Acreage 0 0 0 127.5 127.5 

Archaeological Areas n/a: Previously Surveyed 

06 Arkendale to 

Dahlgren (ARDJ) 

Acreage 4.7 4.6 0.6 137.5 147.4 

Archaeological Areas 6A−6Q (10.1 acres) 

07 Dahlgren to 

Fredericksburg (DJFB) 

Acreage 1.5 0 0 29 30.5 

Archaeological Areas 7A and 7B (1.5 acres) 

08 Fredericksburg to 

Hamilton (FBHA) 

Acreage 2.5 0 0 29.6 32.1 

Archaeological Areas 8A−8E (2.5 acres) 

09 Hamilton to 

Crossroads (HAXR) 

Acreage 4.6 0 0 25.3 29.9 

Archaeological Areas 9A−9H (4.3 acres) 

10 Crossroads to Guinea 

(XRGU) 

Acreage 8 1.1 0.1 66.1 75.3 

Archaeological Areas 10A−10M (9.2 acres) 

11 Guinea to Milford 

(GUMD) 

Acreage 16.7 11.8 1.3 80.3 110.1 

Archaeological Areas 11A−11V (29.9 acres) 

12 Milford to North 

Doswell (MDND) 

Acreage 25.4 15.8 8.2 126.6 176.0 

Archaeological Areas 12A−12X (49.4 acres) 

13 North Doswell to 

Elmont (NDEL) 

Acreage 10.2 2.1 0.5 143.3 156.1 

Archaeological Areas 13A−13T (9.7 acres) 

14 Elmont to Greendale 

(ELGN) 

Acreage 1.6 2.7 0.3 52.3 56.9 

Archaeological Areas 14A−14L (4.1 acres) 

15 Greendale to 

SAY/WAY (GNSA) 

Acreage 0.2 0.4 0 66.4 67.0 

Archaeological Areas 15A−15D (0.6 acres) 
ARCHAEOLOGY PROJECT DESCRIPTION 

D.C. to Richmond Southeast High Speed Rail 2-3 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 2-1: ARCHAEOLOGICAL PREDICTIVE MODEL RESULTS BY SEGMENT AND 

CORRESPONDING ASSIGNED ARCHAEOLOGICAL AREAS 

Project Segment 

Probability of Archaeological Site Discovery 

Total 

High Moderate Low None 

16 SAY to AM JunctionHermitage Lead (SAAM) 

Acreage 0.02 0 0.03 40.1 40.2 

Archaeological Areas 16A−16B (0.04 acres) 

17 AM Junction to 

Centralia (AMCE) 

Acreage 11.7 0 0 147.5 159.1 

Archaeological Areas n/a: Previously Surveyed 

18 WAY to Centralia 

(WACE) 

Acreage 9.4 1.5 0 164.7 175.5 

Archaeological Areas 18A−18AP (10.5 acres) 

19’ AM Jct to Fulton 

Yard (AMFY) 

Acreage 5.8 0 0 88.0 93.7 

Archaeological Areas n/a 

20’ Buckingham 

Branch/Hospital Wye 

(BBHW) 

Acreage 38.8 5.9 4.0 258.8 307.4 

Archaeological Areas n/a 

Total Acreage 156.7 46.9 15 1,891 2,109.4 

Source: Dovetail Cultural Resource Group 2015. 

Table Notes: For Full Archaeological Predictive Model Results see Klein et al. 2015. 

Predictive modeling of the DC2RVA corridor, prior to design changes reflected in the current 

study, identified a total of 203.7 acres (82.4 ha) with high or moderate potential for discovering 

archaeological resources, and 15 acres (6.1 ha) of low probability area (note predictive model 

recommendations included a 10 percent sample of low probability areas) (as shown in Table 2-1). 

However, changes to the corridor and survey parameters, and the elimination of portions based 

on previous archaeological survey, reduced the total acreage subjected to Phase IB survey. As 

such, the archaeological areas subjected to Phase IB survey totaled 156.1 acres (63.2 ha). 
D.C. to Richmond Southeast High Speed Rail 3-1 Phase IB Archaeological Survey, ROAF to BBHW 

ENVIRONMENTAL SETTING 

The DC2RVA corridor spans an area south from Arlington, VA, to the south bank of the 

James River, in Richmond, VA. This corridor traverses a variety of agricultural, 

commercial, industrial, residential, rural, and urban settings. The areas subjected to 

archaeological survey generally parallel the existing CSXT rail corridor. For the purposes of 

management and organization, the environmental setting for each of the segments examined 

within this report is presented in this chapter. Summaries pertaining to PCAR and AMCE 

segments, which were previously surveyed, are omitted from this discussion. Additionally, the 

environmental settings pertaining to the AMFY and BBHW reflects their current extent, not the 

larger area that was the subject of the predictive model. 

The project segments are generally located along the Fall Zone, where unconsolidated sediments 

of the Coastal Plain meet crystalline bedrock of the Piedmont. The Fall Line is a low escarpment 

marking the head of navigable water on major streams. The Coastal Plain region extends from 

the Fall Line, generally located along the I-95 corridor, east, to the Atlantic Ocean. The Piedmont 

extends from the Fall Line, west, to the Appalachian Mountains of western Virginia. More specific 

geologic discussions are included for each segment below. 

Soil information is also included for each segment as it pertains to the potential for archaeological 

deposits. Fertile, well-drained soils attracted both humans and game over millennia. Wild 

grasses, fruits, and seeds, consumed by people before and after adoption of agriculture, 

flourished in such settings. Numerous archaeologists have cited the correlation between the 

distribution of level to gently sloping, well-drained, fertile soils and archaeological sites (e.g., 

Lukezic 1990; Potter 1993; Turner 1976; Ward 1965). Soil scientists classify soils according to 

natural and artificial fertility and the threat posed by erosion and flooding, among other 

attributes. Soil Classes 1 and 2 represent the most fertile soils, those best suited for not only 

agriculture but for a wide range of uses. Soil productivity must be considered in relation to the 

productivity of the surrounding soils. A larger discussion of soil types found within each area is 

detailed within this chapter. 

Hydrology is another important factor to consider while undertaking an archaeological study, as 

access to water is an important determining factor in both prehistoric and historic settlement 

patterns (Klein et al. 2015). There is generally a direct correlation between access to water and the 

presence of archaeological sites. Water sources for each area along the DC2RVA were examined. 

Discussions for each area within the survey are included following the geologic and soil 

information.

3.1 ROSSLYN TO ALEXANDRIA (ROAF/01) 

The environment of ROAF is urban. Located within Arlington and Alexandria, VA, lands west of 

the existing rail line are almost entirely developed. A small expanse of woodland lies east of the 

corridor near the northern end of Washington National Airport. 

3
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-2 Phase IB Archaeological Survey, ROAF to BBHW 

3.1.1 ROAF Geology 

Situated in northeastern Virginia, the ROAF segment is located between the Potomac River to the 

east and Arlington to the west. Geologically, the corridor lies within the western-most section of 

the Coastal Plain province, in the Fall Zone separating the Coastal Plain from the adjacent 

Piedmont province to the west. The dominant geologic unit underlying the area is the Shirley 

Formation, composed of Quaternary fluvial terrace and bay deposits (Dietrich 1990). Sediments 

of the Shirley Formation are characterized by upward-fining sequences of pebbly sands to sandy 

silts and silty clays. These sediments were originally deposited in shallow-water environments 

such as bay floors, estuaries, and marshes, and may contain peat, highly organic silts, and plant 

detritus. Lands to the east of the segment consist of artificial fill; some of the APE is comprised of 

this fill. Just west of the APE is the Potomac Formation, composed of poorly sorted Cretaceousage sands interbedded with sandy clays and silts. 

3.1.2 ROAF Soils 

Due to the urban setting of the ROAF segment, only one soil type is located within the 

archaeological APE. Soils in the APE are classified as belonging to the Urban Land-Udorthents 

complex (Soil Survey Staff 2015). This soil occupies landscape positions with slopes between two 

and 15 percent and is characterized by heavy disturbance resulting from extensive cutting and/or 

filling. Exposures of soil may be infrequent in the area due to buildings, roads, parking lots, and 

other forms of development. These soils are generally unsuitable for agriculture (land capability 

classification of 6) due to their environmental setting and highly heterogeneous nature. These 

soils are defined by disturbance and are considered to have limited potential to contain intact 

archaeological deposits.

3.1.3 ROAF Hydrology 

The northern portion of the DC2RVA corridor lies within the drainage basin of the Potomac River, 

a tributary of Chesapeake Bay. Smaller streams in the area drain directly into the Potomac. 

Numerous smaller tributaries likely existed in the area prior to the development of the City of 

Alexandria, resulting in alteration of drainage patterns and culvertization of small creeks and 

ephemeral drainages. The Potomac River enters the Chesapeake Bay approximately 70 miles 

(112.7 km) southeast of the ROAF segment. 

3.2 ALEXANDRIA TO FRANCONIA (AFFR/02) 

The environment of the AFFR segment is also urban in nature, lying within Alexandria and 

Franconia. Lands on both sides of the existing rail line are almost entirely developed. A small 

expanse of woodland lies north of the rail lines, along the south bank of Backlick Run, north of 

where the corridor crosses the Capital Beltway. 

3.2.1 AFFR Geology 

Situated in northeast Virginia, the AFFR segment is largely located west of the Potomac River, 

along the banks of Cameron and Backlick Runs. Geologically, the segment lies within the westernmost section of the Coastal Plain province, in the Fall Zone separating the Coastal Plain from the 

adjacent Piedmont province to the west. The dominant geologic units underlying the area are the 

Shirley Formation, composed of Quaternary fluvial terrace and bay deposits, and the Potomac 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-3 Phase IB Archaeological Survey, ROAF to BBHW 

Formation, which is composed of poorly sorted Cretaceous-age sands interbedded with sandy 

clays and silts (Dietrich 1990). More recent Quaternary alluvium is found along the margins of 

active streams in the area. 

3.2.2 AFFR Soils 

Fourteen soil types are mapped within the AFFR portion of the archaeological APE (Table 3-1). 

Class 1 and 2 soils represent the most likely setting for short-term prehistoric sites. Historic sites 

could also be present. No Class 1 soils are mapped within the APE in AFFR. The Class 2 Grist 

Mill sandy loam, Kingstowne sandy clay loam, Urban land-Kingstowne complex, KingstowneSassafras complex, Kingstowne-Sassafras-Marumsco complex, Kingstowne-Sassafras-Neabsco 

complex, and Sumerduck loam soils, representing approximately 11.5 percent of the AFFR APE, 

indicate high-probability locations for prehistoric and historic sites. Well-drained Class 3 soils, 

making up 8.2 percent of the AFFR APE, have a moderate probability of containing historic or 

prehistoric sites. Developed or otherwise disturbed soils, such as urban land complexes, are 

difficult to use for predictive modeling of archaeological site locations. Archaeological sites 

located within these soils may be disturbed or destroyed. Poorly drained soils, such as the 

Codorus and Hatboro soils, have a low probability of containing historic sites, although 

ephemeral prehistoric sites relating to resource procurement may be found nearby. 

TABLE 3-1: SOILS IDENTIFIED WITHIN THE AFFR ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Urban land n/a 8 Developed/disturbed 50.7% 

Urban land-Udorthents complex 2–15% 8 Cut and fill/disturbed 24.8% 

Grist Mill sandy loam 0–25% 2 Well-drained 6.7% 

Sassafras-Marumsco complex 7–15 3 Well-drained 4% 

Urban land-Grist Mill n/a 8/2 

Well-drained and suitable for 

agriculture where not disturbed by 

development 

3.6% 

Kingstowne sandy clay loam 0–45% 2 Well-drained 3% 

Codorus and Hatboro soils 0–2% 3 Somewhat poorly drained 3% 

Kingstowne-Beltsville complex 2–7% 3 Moderately well-drained 1.2% 

Urban land-Kingstowne complex n/a 2 Well-drained 0.9% 

Kingstowne-Sassafras complex 2–7% 2 Well-drained 0.8% 

Sassafras-Marumsco complex 15–25% 6 Well-drained 0.5% 

Kingstowne-Sassafras-Marumsco 

complex 7–15% 2 Well-drained 0.4% 

Kingstowne-Sassafras-Neabsco 

complex 2–7% 2 Well-drained 0.3% 

Sumerduck loam 2–7% 2 Moderately well-drained 0.1% 

Source: Soil Survey Staff 2015; Dovetail 2016
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-4 Phase IB Archaeological Survey, ROAF to BBHW 

3.2.3 AFFR Hydrology 

The AFFR APE lies within the drainage basin of the Potomac River, a tributary to the Chesapeake 

Bay. Smaller streams in the area drain directly into the Potomac or its tributaries. The major 

streams directly draining the AFFR segment are Cameron Run and its tributary, Backlick Run. 

Cameron Run joins the Potomac just south of the City of Alexandria. Numerous smaller 

tributaries would have existed in the area prior to the development of the City of Alexandria, 

which resulted in the alteration of drainage patterns and culvertization of small creeks and 

ephemeral drainages. The Potomac River enters the Chesapeake Bay approximately 70 miles 

(112.7 km) southeast of the AFFR segment. 

3.3 FRANCONIA TO LORTON (FRLO/03) 

The environment of the FRLO APE ranges from suburban residential development to 

commercial/industrial complexes. Wooded areas exist along the banks of Long Branch and 

Accotink Creek. This represents the highest probability area for identifying undisturbed 

archaeological sites. 

3.3.1 FRLO Geology 

Situated in northeast Virginia, the FRLO APE is located south of the Capital Beltway and just east 

of I-95, which roughly marks the Fall Line separating the Coastal Plain from the adjacent 

Piedmont province to the west. The APE lies within the western-most section of the Coastal Plain 

province in the Fall Zone. The dominant geologic unit underlying the APE is the Potomac 

Formation, which is composed of poorly sorted Cretaceous-age sands interbedded with sandy 

clays and silts (Dietrich 1990). Unconsolidated Pliocene sands and gravels overlie the Potomac 

Formation in portions of the APE. More recent Quaternary alluvium is found along the margins 

of active streams in the segment. 

3.3.2 FRLO Soils 

Sixteen soil types are mapped within the FRLO segment APE (Table 3-2). Class 1 and 2 soils 

represent the most likely setting for short-term prehistoric sites. Historic sites could also be 

present. However, no Class 1 soils are mapped within the FRLO segment of the APE. The Class 

2 Woodstown sandy loam, Urban land-Kingstowne complex, Kingstowne-Sassafras-Neabsco 

complex, Sassafras-Neabsco complex, Kingstowne sandy clay loam, Lunt-Marumsco complex, 

Meadowville loam, Bourne-Urban land complex, Kingstowne-Sassafras-Marumsco complex, and 

Mattapex loam, representing approximately 13.4 percent of the FRLO APE, indicate highprobability locations for prehistoric and historic sites. Developed or otherwise disturbed soils, 

such as urban land complexes, are difficult to use for predictive modeling of archaeological site 

locations. Archaeological sites located within these soils may be disturbed or destroyed. Poorly 

drained soils, Codorus and Hatboro soils and Elkton silt loam, have a low probability of 

containing historic sites, although ephemeral prehistoric sites relating to resource procurement 

may be found nearby. 

 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-5 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-2: SOILS IDENTIFIED WITHIN THE FRLO ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Urban land n/a 8 Urban land; developed 44% 

Sassafras-Marumsco complex 7–15% 3 Well-drained 19.6% 

Codorus and Hatboro soils 0–2% 3 Somewhat poorly drained floodplain 

soil 14.6% 

Sassafras-Marumsco complex 15–25% 6 Well-drained 6.7% 

Woodstown sandy loam 2–7% 2 Moderately well-drained 3.1% 

Urban land-Kingstowne 

complex n/a 2 Well-drained 2.6% 

Kingstowne-Sassafras-Neabsco 

complex 2–7% 2 Well-drained 2.3% 

Elkton silt loam 0–2% 3 Poorly drained soil located in 

drainages 1.7% 

Sassafras-Neabsco complex 2–7% 2 Well-drained 1.7% 

Kingstowne sandy clay loam 0–45% 2 Well-drained 0.7% 

Lunt-Marumsco complex 2–7% 2 Well-drained 0.7% 

Meadowville loam 2–7% 2 Well-drained 0.7% 

Bourne-Urban land complex 2–6% 2 Moderately well-drained 0.6% 

Kingstowne-SassafrasMarumsco complex 15–25% 2 Well-drained 0.5% 

Kingstowne-SassafrasMarumsco complex 7–15% 2 Well-drained 0.3% 

Mattapex loam 2–7% 2 Moderately well-drained 0.2% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.3.3 FRLO Hydrology 

The FRLO segment APE lies within the drainage basin of the Potomac River, a tributary of 

Chesapeake Bay. Smaller streams in the area drain directly into the Potomac or its tributaries. The 

major streams directly draining the APE are Accotink Creek, Long Branch, and Pohick Creek. The 

embayed mouths of Accotink Creek and Pohick Creek converge to form Gunston Cove on the 

Potomac River. Numerous smaller tributaries would have existed in the region prior to the 

development and urbanization of the area, which resulted in the alteration of drainage patterns 

and culvertization of small creeks and ephemeral drainages. The Potomac River enters the 

Chesapeake Bay approximately 70 miles (112.7 km) southeast of the corridor. 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-6 Phase IB Archaeological Survey, ROAF to BBHW 

3.4 LORTON TO POWELLS CREEK (LOPC/04) 

Much of the LOPC segment is characterized by a suburban environment, especially the west side 

of the corridor. Occoquan Bay and the Potomac River parallel the APE on the east for much of 

the LOPC segment. Near the south end of the LOPC segment, the APE abuts Leesylvania State 

Park, a forested environment; this is the portion of the segment least affected by development 

and most likely to contain undisturbed archaeological sites. 

3.4.1 LOPC Geology 

The LOPC segment is located between Accotink and Pohick Creeks, and the Occoquan River, 

along the western edge of Occoquan Bay. Physiographically, the APE lies within the westernmost section of the Coastal Plain province, in the Fall Zone separating the Coastal Plain from the 

adjacent Piedmont province to the west. The dominant geologic unit underlying the area is the 

Potomac Formation, composed of poorly sorted Cretaceous-age sands interbedded with sandy 

clays and silts (Dietrich 1990). The Tertiary Period Bacon’s Castle Formation and TertiaryQuaternary Windsor Formation, composed of sands and gravel, underlie large portions of the 

LOPC segment. More recent Quaternary alluvium is found along the margins of active streams 

in the area. Exposures of metamorphic rocks are located in areas where the Piedmont geology is 

only thinly covered by Coastal Plain sediments. Piedmont rocks, which may be found in the 

segment, include the Cambrian age Chopawamsic Formation and the Ordovician Quantico 

Formation. 

3.4.2 LOPC Soils 

Twenty-eight soil types are mapped within the LOPC segment APE (Table 3-3). Class 1 and 2 

soils represent the most likely setting for short-term prehistoric sites, however historic sites may 

also be present. No Class 1 soils are mapped within the APE. The Class 2 Grist Mill sandy loam, 

Marumsco loam, Lunt-Marumsco complex, Elsinboro sandy loam, Sycoline-Kelly complex, 

Urban land-Grist Mill, Kingstowne-Elsinboro complex, Lunt loam, Quantico sandy loam, 

Delanco fine sandy loam, Neabsco-Quantico complex, and Grist Mill-Gunston complex soils, 

representing approximately 31.9 percent of the APE, indicate high-probability locations for 

prehistoric and historic sites. Much of the APE consists of developed or otherwise disturbed soils, 

such as urban land complexes. Archaeological sites located within these soils are often greatly 

disturbed or destroyed. Poorly drained soils, such as the Elkton silt loam, Hatboro-Codorus 

complex, and Codorus and Hatboro soils, have a low probability of containing historic sites, 

although ephemeral prehistoric sites relating to resource procurement may be found nearby. 

Very poorly drained and/or frequently flooded soils, such as the Johnston mucky loam, are 

unlikely to contain archaeological resources from any time period. 

TABLE 3-3: SOILS IDENTIFIED WITHIN THE FRLO ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Urban land n/a 8 Urban land; developed 44% 

Grist Mill sandy loam 0–25% 2 Well-drained 11% 

Urban land n/a 8 Urban land; developed 9.6% 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-7 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-3: SOILS IDENTIFIED WITHIN THE FRLO ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Marumsco loam 0–4% 2 Moderately well-drained 5.7% 

Lunt-Marumsco complex 2–7% 2 Well-drained 3.4% 

Elsinboro sandy loam 2–7% 2 Well-drained 2.9% 

Sycoline-Kelly complex 2–7% 2 Moderately well-drained 2.9% 

Sassafras-Marumsco complex 7–15% 3 Well-drained 2.2% 

Johnston mucky loam 0–3% 7 Very poorly drained floodplain soil 2.2% 

Urban land-Grist Mill n/a 2 Well-drained 2.1% 

Dumfries sandy loam 7–15% 4 Well-drained 2.1% 

Dumfries sandy loam 15–25% 6 Well-drained 1.6% 

Kingstowne-Elsinboro 

complex 2–7% 2 Well-drained 1.6% 

Marr very fine sandy loam 7–25% 6 Well-drained 1.4% 

Elkton silt loam 0–2% 3 Poorly drained soil located in 

drainages 1.4% 

Hatboro-Codorus complex 0–2% 3 Poorly drained floodplain soil 1.3% 

Dumfries sandy loam 25–50% 7 Well-drained 1.3% 

Codorus and Hatboro soils 0–2% 3 Somewhat poorly drained floodplain 

soil 0.6% 

Lunt loam 7–15% 4 Well-drained 0.6% 

Rhodhiss-Rock outcrop 

complex 24–45% 7 Well-drained 0.5% 

Lunt loam 2–7% 2 Well-drained 0.4% 

Lunt loam 15–25% 6 Well-drained 0.4% 

Quantico sandy loam 2–7% 2 Well-drained 0.4% 

Delanco fine sandy loam 0–4% 2 Moderately well-drained 0.3% 

Quantico sandy loam 7–15% 3 Well-drained 0.2% 

Neabsco-Quantico complex 2–7% 2 Moderately well-drained 0.1% 

Grist Mill-Gunston complex 0–2% 2 Well-drained 0.1% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.4.3 LOPC Hydrology 

The LOPC portion of the APE lies within the drainage basin of the Potomac River, a tributary of 

Chesapeake Bay. The major tributary within this portion of the APE is the Occoquan River. The 

APE crosses several smaller streams draining directly to Occoquan Bay. Also present in the APE 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-8 Phase IB Archaeological Survey, ROAF to BBHW 

are the mouths of Neabsco Creek and Powells Creek, both of which empty directly into the 

Potomac. Wetlands and tidal marshes fringe the shorelines of the Occoquan Bay, Potomac River, 

and the mouths of smaller creeks just east of the LOPC APE. The Potomac River enters the 

Chesapeake Bay approximately 65 miles (104.6 km) southeast of the LOPC segment. 

3.5 ARKENDALE TO DAHLGREN JUNCTION (ARDJ/06) 

The ARDJ segment is primarily rural, characterized by a forested environment. Low, wet areas 

occur along the margins of some of the major streams, such as Aquia and Accokeek creeks. Some 

residential development is present in the southern portion of the ARDJ, just north of 

Fredericksburg, VA. 

3.5.1 ARDJ Geology 

The ARDJ segment stretches from the neck of land between Aquia Creek and the Potomac River 

to north of the Rappahannock River, east of Fredericksburg. The archaeological APE lies within 

the inner Coastal Plain physiographic province. The dominant geology underlying the APE 

comprises Late Quaternary terrace deposits (Dietrich 1990). These deposits range in age from the 

late stages of the Wisconsin Glacial Maximum through the Holocene. Sediments of the Lower 

Pleistocene Charles City Formation cap riverine terraces in portions of the APE. These sediments, 

initially deposited in a shallow marine environment, comprise an upward-fining sequence of 

gravels, sands, and silts. Lower Tertiary glauconitic quartz sands with shell and lime are also 

present. The Potomac Formation, composed of poorly sorted Cretaceous-age sands interbedded 

with sandy clays and silts, also underlies portions of the ARDJ segment. 

3.5.2 ARDJ Soils 

Thirty-three soil types are mapped within the APE in the ARDJ portion of the DC2RVA corridor. 

Class 1 and 2 soils represent the most likely setting for short-term prehistoric sites and historic 

sites. However, no Class 1 soils are mapped within ARDJ. The Class 2 Iuka fine sandy loam, Bertie 

very fine sandy loam, Caroline fine sandy loam, Sassafras fine sandy loam, Tetotum fine sandy 

loam, Kempsville fine sandy loam, Turbeville loam, and Woodstown fine sandy loam soils, 

representing approximately 13.4 percent of the study corridor, indicate the most likely locations 

for encountering prehistoric and historic archaeological sites. Poorly drained soils, such as the 

Bibb fine sandy loam, Bladen loam, and Wehadkee very fine sandy loam, have a low probability 

of containing historic sites, although ephemeral prehistoric sites relating to resource procurement 

may be found nearby. Very poorly drained and/or frequently flooded soils, such as fresh water 

swamp soils, are unlikely to contain archaeological resources from any time period (Table 3-4). 

TABLE 3-4: SOILS IDENTIFIED WITHIN THE ARDJ ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Cut and fill land n/a n/a Heavily altered landscapes 23.1% 

Sandy and clayey land, steep, 

Sassafras and Caroline materials 

steep 

slopes 6 Not prime farmland 9.0% 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-9 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-4: SOILS IDENTIFIED WITHIN THE ARDJ ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Alluvial land, sandy and gravelly n/a 4 Moderately well-drained 

floodplain soil 8.9% 

Sassafras fine sandy loam 6–10% 3 Well-drained 5.0% 

Kempsville fine sandy loam, 

gravelly substratum, eroded 10–18% 4 Well-drained 5.0% 

Alluvial land, wet n/a 4 Poorly drained floodplain soil 4.2% 

Bibb fine sandy loam 0–4% 5 Poorly drained floodplain soil 4.1% 

Sassafras fine sandy loam 15–35% 7 Well-drained 3.6% 

Iuka fine sandy loam, local alluvium 0–4% 2 Moderately well-drained 3.1% 

Caroline-Sassafras complex 15–30% 7 Well-drained 3.0% 

Bladen loam 0–2% 6 Poorly drained 2.8% 

Caroline clay loam, severely 

eroded 10–18% 6 Well-drained 2.7% 

Aura-Galestown-Sassafras 

complex 15–30% 3 Well-drained 2.6% 

Bertie very fine sandy loam 0–3% 2 Moderately well-drained 2.6% 

Aura-Galestown-Sassafras 

complex 6–15% 3 Well-drained 2.2% 

Caroline fine sandy loam, eroded 6–10% 3 Well-drained 2.1% 

Caroline fine sandy loam, eroded 2–6% 2 Well-drained 2.0% 

Sassafras fine sandy loam 2–6% 2 Well-drained 2.0% 

Sassafras fine sandy loam 10–15% 4 Well-drained 1.9% 

Tetotum fine sandy loam 2–6% 2 Moderately well-drained 1.9% 

Caroline fine sandy loam, eroded 10–18% 4 Well-drained 1.6% 

Galestown-Sassafras complex 30–45% 7 Somewhat excessively drained 1.2% 

Fresh water swamp n/a 6 Poorly drained swamp soil 1.0% 

Kempsville fine sandy loam, 

gravelly substratum 2–6% 2 Well-drained 0.8% 

Marr very fine sandy loam 15–30% 6 Well-drained 0.7% 

Congaree loam n/a 3 Well-drained 0.6% 

Tetotum fine sandy loam 6–10% 3 Moderately well-drained 0.5% 

Turbeville loam 2–6% 2 Well-drained 0.4% 

Woodstown fine sandy loam 2–6% 2 Moderately well-drained 0.4% 

Ashlar fine sandy loam 15–25% 6 Well-drained 0.3% 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-10 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-4: SOILS IDENTIFIED WITHIN THE ARDJ ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Wehadkee very fine sandy loam 0–2% 6 Poorly drained floodplain soil 0.3% 

Aura gravelly fine sandy loam, 

eroded 6–10% 3 Well-drained 0.2% 

Tetotum fine sandy loam 0–2% 2 Moderately well-drained 0.2% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.5.3 ARDJ Hydrology 

The ARDJ archaeological APE is drained by the Potomac and Rappahannock Rivers. The streams 

in the majority of the segment, such as Aquia Creek, Accokeek Creek, Potomac Creek, and their 

tributaries, drain to the Potomac River. Claiborne Run lies at the southern end of the APE and is 

a tributary of the Rappahannock. The Potomac River enters the Chesapeake Bay approximately 

65 miles (104.6 km) east-southeast of the ARDJ segment. The Rappahannock flows into the 

Chesapeake approximately 75 (120.7) miles southeast of the corridor. 

3.6 DAHLGREN JUNCTION TO FREDERICKSBURG (DJFB/07) 

The DJFB segment of the archaeological APE passes through Fredericksburg, VA, and its suburbs 

north of the Rappahannock River, in Stafford County. The character is primarily urban or 

otherwise developed. 

3.6.1 DJFB Geology 

The DJFB segment crosses the Rappahannock River at Fredericksburg, just below the Fall Line, 

in the western-most portion of the inner Coastal Plain physiographic province. The dominant 

geology underlying the corridor comprises the Potomac Formation, composed of poorly sorted 

Cretaceous-age sands interbedded with sandy clays and silts (Dietrich 1990). Sediments of the 

Lower Pleistocene Charles City Formation cap riverine terraces. These sediments, initially 

deposited in a shallow marine environment, comprise an upward-fining sequence of gravels, 

sands, and silts. The Shirley Formation, composed of Quaternary fluvial terrace and bay deposits, 

underlies portions of the APE. Sediments of the Shirley Formation are characterized by upwardfining sequences of pebbly sands to sandy silts and silty clays. These sediments were originally 

deposited in shallow-water environments such as bay floors, estuaries, and marshes, and may 

contain peat, highly organic silts, and plant detritus. 

3.6.2 DJFB Soils 

Ten soil types are mapped within the APE of the DJFB segment (Table 3-5). No Class 1 soils are 

mapped within segment. The Class 2 Wickham fine sandy loam and Wickham loam soils, 

representing approximately 3.5 percent of the study corridor, indicates high-probability locations 

for prehistoric and historic sites. Developed or otherwise disturbed soils, such as cut and fill land 

and the Urban land-Udults complex, indicate that if archaeological sites are present they are likely 

disturbed or destroyed. 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-11 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-5: SOILS IDENTIFIED WITHIN THE DJFB ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Urban land-Udults complex smoothed 3 Moderately well-drained 42.0% 

Cut and fill land n/a n/a Heavily altered landscapes 32.8% 

Alluvial land, sandy and gravelly n/a 4 Moderately well-drained floodplain 

soil 7.8% 

Udorthents, gravelly n/a n/a Not prime farmland 6.1% 

Congaree loam n/a 3 Well-drained 6.1% 

Wickham fine sandy loam 2–6% 2 Well-drained 3.4% 

Dystrudepts-Udults complex slopes 6 Somewhat excessively drained, 

located on hillslopes 

1.4% 

Toccoa loamy sand n/a 3 Well-drained, frequently flooded 0.2% 

Wickham loam 2–7% 2 Well-drained 0.1% 

Cartecay fine sandy loam n/a 5 Somewhat poorly drained 0.1% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.6.3 DJFB Hydrology 

The DJFB segment is traversed and drained by the Rappahannock River. North of the 

Rappahannock, Claiborne Run passes through the corridor. Hazel Run crosses the APE south of 

the river. Both Claiborne and Hazel run are tributaries of the Rappahannock. The Rappahannock 

River enters the Chesapeake Bay approximately 75 miles (120.7 km) southeast of the corridor. 

3.7 FREDERICKSBURG TO HAMILTON (FBHA/08) 

The FBHA segment lies south of Fredericksburg, VA and west of the Rappahannock River. The 

northern portion of the segment traverses commercial development. The southern part of the 

segment traverses wooded land and agricultural fields. 

3.7.1 FBHA Geology 

The FBHA segment is south of Fredericksburg in the inner Coastal Plain physiographic province. 

Sediments of the Lower Pleistocene Charles City Formation underlie the majority of the corridor 

in this segment. These sediments, initially deposited in a shallow marine environment, comprise 

an upward-fining sequence of gravels, sands, and silts. Lower Tertiary glauconitic quartz sands 

with shell and lime are present in the southern end of the APE for this segment. 

3.7.2 FBHA Soils 

Six soil types are mapped within the FBHA archaeological APE (Table 3-6). No Class 1 soils are 

mapped within the APE. The Class 2 Wickham loam, Dogue loam, and Altavista sandy loam 

soils, representing approximately 28 percent of the study corridor, indicate high-probability 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-12 Phase IB Archaeological Survey, ROAF to BBHW 

locations for prehistoric and historic sites. Developed or otherwise disturbed soils, such as cut 

and fill land and the Urban land-Udults complex, indicate that if archaeological sites are present 

they are likely disturbed or destroyed. 

TABLE 3-6: SOILS IDENTIFIED WITHIN THE FHHA ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Aquults, gravelly substratum n/a 4 Poorly drained, located in depressions 63.5% 

Wickham loam 2–7% 2 Well-drained 17.6% 

Urban land-Udults complex smoothed 3 Moderately well-drained 8.4% 

Dogue loam n/a 2 Moderately well-drained 5.3% 

Altavista sandy loam 0–4% 2 Moderately well-drained 5.1% 

Udorthents, gravelly n/a n/a Not prime farmland 0.1% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.7.3 FBHA Hydrology 

The FBHA segment is drained by the Rappahannock River, located east of the APE. Deep Run, a 

tributary of the Rappahannock, passes through the segment south of Fredericksburg. The 

Rappahannock River enters the Chesapeake Bay approximately 75 miles (120.7 km) southeast of 

the corridor. 

3.8 HAMILTON TO CROSSROADS (HAXR/09) 

The HAXR segment lies south of Fredericksburg, VA, and west of the Rappahannock River. This 

portion of the corridor is primarily rural and wooded. Some commercial and residential 

development is present in the northern portion of the APE. 

3.8.1 HAXR Geology 

The HAXR segment is south of Fredericksburg, in the inner Coastal Plain physiographic province. 

The Potomac Formation, composed of poorly sorted Cretaceous-age sands interbedded with 

sandy clays and silts, underlies the majority of the APE (Dietrich 1990). Sediments of the Lower 

Pleistocene Charles City Formation underlie the majority of the segment. Lower Tertiary 

glauconitic quartz sands with shell and lime are also present, as are the shelly and diatomaceous 

Chesapeake Group sediments, also of Triassic age. Sediments of the Lower Pleistocene Charles 

City Formation cap riverine terraces in the area. 

3.8.2 HAXR Soils 

Fourteen soil types are mapped within the HAXR segment of the APE (Table 3-7). No Class 1 soils 

are mapped within Area 9. The Class 2 Goldsboro sandy loam, Altavista sandy loam, Wickham 

loam, Savannah sandy loam, Kempsville gravelly sandy loam, and Suffolk sandy loam soils, 

representing approximately 41.8 percent of the study corridor, indicate probable locations for 

prehistoric and historic sites. The developed or otherwise disturbed soils, such as cut and fill land 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-13 Phase IB Archaeological Survey, ROAF to BBHW 

and the Urban land-Udults complex, indicate that if archaeological sites are present they are likely 

disturbed or destroyed. 

TABLE 3-7: SOILS IDENTIFIED WITHIN THE HAXR ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Goldsboro sandy loam n/a 2 Moderately well-drained 25.6% 

Aquults, gravelly substratum n/a 4 Poorly drained, located in 

depressions 11.6% 

Aquults n/a 4 Poorly drained, located in 

depressions 11.4% 

Udorthents, gravelly n/a n/a Not prime farmland 11.2% 

Urban land-Udults complex smoothed 3 Moderately well-drained 10.1% 

Fluvaquents-Udifluvents n/a 6 Poorly drained floodplain soil 7.5% 

Altavista sandy loam 0–4% 2 Moderately well-drained 6.3% 

Wickham loam 2–7% 2 Well-drained 4.2% 

Dystrochrepts-Udults complex steep slopes 7 Somewhat excessively drained, 

located on hillslopes 

3.6% 

Savannah sandy loam 2–7% 2 Moderately well-drained 2.9% 

Kempsville gravelly sandy loam 2–7% 2 Well-drained 2.2% 

Udorthents-Udifluvents 

complex 

gently 

sloping 3 Moderately well-drained 1.8% 

Kempsville gravelly sandy loam 7–15% 4 Well-drained 1.3% 

Suffolk sandy loam 2–7% 2 Well-drained 0.3% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.8.3 HAXR Hydrology 

The HAXR segment is drained by the Rappahannock River, located north and east of the corridor. 

Massaponax Creek passes through the APE and empties into the Rappahannock, approximately 

4 miles (6.4 km) south of Fredericksburg, VA. The Rappahannock River enters the Chesapeake 

Bay approximately 75 miles (120.7 km) east-southeast of the corridor. 

3.9 CROSSROADS TO GUINEA (XRGU/10) 

The XRGU segment lies south of Fredericksburg, VA, in a predominantly rural area. Much of the 

segment is wooded with some agricultural fields noted. The segment is predominantly 

undisturbed by development. 

3.9.1 XRGU Geology 

The XRGU segment lies south of Fredericksburg, VA, in the inner Coastal Plain physiographic 

province. The majority of the area is underlain by sands and gravels of Pliocene age (Dietrich 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-14 Phase IB Archaeological Survey, ROAF to BBHW 

1990). Shelly and diatomaceous Triassic-age sediments of the Chesapeake Group cover ancient 

shallow shelf environments in the APE. In other portions of the corridor, the geology is 

dominated by Quaternary and Tertiary deposits, including those of the Windsor Formation. 

3.9.2 XRGU Soils 

Twenty-three soil types are mapped within the XRGU segment of the DC2RVA corridor (Table 

3-8). The Class 1 State fine sandy loam, present in approximately 2.6 percent of the APE, 

represents probable locations for discovering archaeological sites. The Class 2 Altavista fine 

sandy loam, Bojac sandy loam, Faceville-Varina complex, State fine sandy loam, Kempsville 

gravelly sandy loam, Goldsboro sandy loam, Savannah sandy loam, Mattaponi sandy loam, 

Bama sandy loam soils and State fine sandy loam, representing approximately 36.9 percent of the 

study corridor, also represent probable locations for prehistoric and historic sites. Poorly drained 

soils, such as the Fluvaquents-Udifluvents, Wehadkee silt loam, Chastain silt loam, and 

Tomotley-Roanoke complex, have a low probability of containing historic sites, although 

ephemeral prehistoric sites relating to resource procurement may be found nearby. 

TABLE 3-8: SOILS IDENTIFIED WITHIN THE XRGU ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Udorthents-Udifluvents complex gently 

sloping 3 Moderately well-drained 19.9% 

Dystrochrepts-Udults complex steep 

slopes 7 Somewhat excessively drained, 

located on hillslopes 

15.4% 

Altavista fine sandy loam 2–6% 2 Moderately well-drained 10.9% 

Bojac sandy loam 0–6% 2 Well-drained stream terrace 

soil, rarely flooded 9.8% 

Kempsville gravelly sandy loam 7–15% 4 Well-drained 9.0% 

Altavista fine sandy loam 0–2% 2 Moderately well-drained 5.9% 

Fluvaquents-Udifluvents n/a 6 Poorly drained floodplain soil 4.2% 

Dystrudepts-Udults complex slopes 6 Somewhat excessively drained, 

located on hillslopes 

3.3% 

Faceville-Varina complex 2–7% 2 Well-drained 2.7% 

Wehadkee silt loam 0–2% 6 Poorly drained floodplain soil 2.7% 

State fine sandy loam 0–2% 1 Well-drained 2.6% 

Mattaponi sandy clay loam 7–15% 4 Moderately well-drained 2.5% 

Slagle-Kempsville complex 2–15% 3 Moderately well-drained 2.0% 

Kempsville gravelly sandy loam 2–7% 2 Well-drained 1.9% 

Bibb-Chastain complex 0–2% 6 Poorly-drained floodplain soil 1.8% 

Goldsboro sandy loam n/a 2 Moderately well-drained 1.1% 

Savannah sandy loam 2–7% 2 Moderately well-drained 1.1% 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-15 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-8: SOILS IDENTIFIED WITHIN THE XRGU ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Kempsville-Emporia-Remlik 

complex 15–50% 6 Well-drained 1.0% 

Chastain silt loam 0–2% 6 Poorly-drained swamp soil 1.0% 

Mattaponi sandy loam 2–7% 2 Moderately well-drained 0.5% 

Tomotley-Roanoke complex 0–2% 4 Poorly drained 0.3% 

Bama sandy loam 2–7% 2 Well-drained 0.3% 

State fine sandy loam 2–6% 2 Well-drained 0.1% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.9.3 XRGU Hydrology 

The XRGU segment is drained by two unnamed tributaries to the Poni River, flowing south and 

west of the corridor. The Poni joins the Matta River approximately 2 miles (32 km) south of the 

segment to form the Mattaponi. The Mattaponi flows generally southeast for approximately 53 

miles (85.3 km) before joining the Pamunkey River, in turn forming the York River. The York 

River enters the Chesapeake Bay approximately 87 miles (140 km) southeast of the corridor. 

3.10 GUINEA TO MILFORD (GUMD/11) 

The GUMD segment of the DC2RVA corridor lies south of Fredericksburg, VA, in a rural area. 

Much of the area is wooded with some agricultural fields noted; the segment is relatively 

undisturbed by development. 

3.10.1 GUMD Geology 

The GUMD segment lies south of Fredericksburg, VA, in the inner Coastal Plain physiographic 

province. The majority of the APE is underlain by Quaternary and Tertiary deposits, including 

those of the Windsor Formation (Dietrich 1990). Lower Tertiary glauconitic quartz sands with 

shell and lime are present. Alluvium comprises portions of the APE lying within the lower 

terraces of the Mattaponi River. 

3.10.2 GUMD Soils 

Sixteen soil types are mapped within the GUMD segment of the DC2RVA corridor (Table 3-9). 

The Class 1 State fine sandy loam represents probable locations for archaeological sites. The Class 

2 Altavista fine sandy loam, State fine sandy loam, Bojac sandy loam, and Wickham fine sandy 

loam soils, representing approximately 37.6 percent of the APE, are also conducive to the 

presence and preservation of archaeological sites. Poorly drained soils, such as the TomotleyRoanoke complex, Roanoke loam, and Chastain silt loam, have a low probability of containing 

historic sites, although ephemeral prehistoric sites relating to resource procurement may be 

found nearby. 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-16 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-9: SOILS IDENTIFIED WITHIN THE GUMD ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Tomotley-Roanoke complex 0–2% 4 Poorly drained 31.8% 

Altavista fine sandy loam 0–2% 2 Moderately well-drained 20.8% 

Bibb-Chastain complex 0–2% 6 Poorly-drained floodplain soil 16.9% 

State fine sandy loam 2–6% 2 Well-drained 6.5% 

Bojac sandy loam 0–6% 2 Well-drained stream terrace soil, 

rarely flooded 5.5% 

Altavista fine sandy loam 2–6% 2 Moderately well-drained 4.9% 

Roanoke loam 0–2% 6 Poorly drained 4.3% 

Udorthents, loamy 0–15% n/a Not prime farmland 3.3% 

Chewacla silt loam 0–2% 4 Somewhat poorly drained, 

occasionally flooded 1.7% 

Chastain silt loam 0–2% 6 Poorly-drained swamp soil 1.5% 

State fine sandy loam 0–2% 1 Well-drained 0.8% 

Pits, gravel 0–3% 8 Gravel pits 0.7% 

Kempsville-Emporia-Remlik 

complex 15–50% 6 Well-drained 0.4% 

Slagle-Kempsville complex 2–15% 3 Moderately well-drained 0.4% 

Nevarc sandy loam 15–50% 6 Moderately well-drained 0.3% 

Wickham fine sandy loam 2–6% 2 Well-drained 0.1% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.10.3 GUMD Hydrology 

The GUMD segment is drained by the Mattaponi River, flowing generally west of the DC2RVA 

corridor; however, it crosses the APE in two places. Meadow Creek, Campbell Creek, and an unnamed tributary to the Mattaponi also traverse the corridor, as do several ephemeral drainages. 

The Mattaponi flows generally southeast for approximately 53 miles (85.3 km) before joining the 

Pamunkey River. The union of these two rivers form the York River. The York enters the 

Chesapeake Bay approximately 80 miles (128.7 km) southeast of the corridor. 

3.11 MILFORD TO NORTH DOSWELL (MDND/12) 

The MDND segment lies south of the Fredericksburg, VA, in a rural area that is wooded with 

occasional agricultural fields and is relatively undisturbed by development. 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-17 Phase IB Archaeological Survey, ROAF to BBHW 

3.11.1 MDND Geology 

The MDND segment is located between Fredericksburg and Richmond, in the inner Coastal Plain 

physiographic province. The majority of the area is underlain by Pliocene sand and gravel 

(Dietrich 1990). Lower Tertiary glauconitic quartz sands with shell and lime are present in much 

of the area. Shelly and diatomaceous Triassic-age sediments of the Chesapeake Group cover 

ancient shallow shelf environments, and interbedded sandstones, siltstones, and shales of the 

Newark Supergroup cover the floor of a Triassic basin, partially exposed in the APE. Portions of 

the corridor are underlain by Quaternary and Tertiary deposits, including those of the Windsor 

Formation. The Sedgefield member of the Quaternary Tabb Formation, comprising sandy and 

silty deposits originating in ancient riverbeds and bay floors, is exposed in places. 

3.11.2 MDND Soils 

Thirty soil types are mapped within the MDND segment of the DC2RVA corridor (Table 3-10). 

The Class 1 State fine sandy loam, Pamunkey fine sandy loam, and Riverview silt loam, totaling 

approximately 3.8 percent of the APE, represent probable locations for prehistoric and historic 

habitation. The Class 2 Kempsville-Emporia complex, Kempsville gravelly sandy loam, Bojac 

sandy loam, Altavista fine sandy loam, Goldsboro sandy loam, Elsinboro sandy loam, Duplin 

fine sandy loam, State fine sandy loam, Slagle fine sandy loam, Caroline fine sandy loam, and 

Dogue loam soils, representing approximately 44.9 percent of the APE, also indicate likely 

locations for habitation. Poorly drained soils, such as the Bibb-Chastain complex, Chastain silt 

loam, Forestdale loam, Lenoir loam, Myatt-Slagle complex, and Chewacla silt loam, have a low 

probability of containing historic sites, although ephemeral prehistoric sites relating to resource 

procurement may be found nearby. 

TABLE 3-10: SOILS IDENTIFIED WITHIN THE MDND ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Slagle-Kempsville complex 2–15% 3 Moderately well-drained 11.6% 

Kempsville-Emporia complex 2–6% 2 Well-drained 11.2% 

Kempsville-Emporia-Remlik 

complex 15–50% 6 Well-drained 10.9% 

Bibb-Chastain complex 0–2% 6 Poorly-drained floodplain soil 8.9% 

Kempsville gravelly sandy loam 2–7% 2 Well-drained 7.7% 

Bojac sandy loam 0–6% 2 Well-drained stream terrace soil, 

rarely flooded 7.5% 

Kempsville-Emporia complex 2–6% 2 Well-drained 6.3% 

Nevarc sandy loam 15–50% 6 Moderately well-drained 5.2% 

Altavista fine sandy loam 2–6% 2 Moderately well-drained 4.2% 

Tomotley-Roanoke complex 0–2% 4 Poorly drained 4.0% 

Altavista fine sandy loam 0–2% 2 Moderately well-drained 3.6% 

State fine sandy loam 0–2% 1 Well-drained 2.7% 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-18 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-10: SOILS IDENTIFIED WITHIN THE MDND ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Udorthents, loamy 0–15% n/a Not prime farmland 2.6% 

Chastain silt loam 0–2% 6 Poorly-drained swamp soil 2.1% 

Goldsboro sandy loam n/a 2 Moderately well-drained 1.3% 

Elsinboro sandy loam 2–7% 2 Well-drained 1.2% 

Pamunkey variant gravelly sandy 

loam 0–4% 3 Somewhat excessively drained 1.1% 

Udults-Ochrepts complex, 

sloping slopes 4 Well-drained 1.1% 

Duplin fine sandy loam 0–2% 2 Moderately well-drained 1.0% 

State fine sandy loam 2–6% 2 Well-drained 0.9% 

Pamunkey fine sandy loam 0–2% 1 Well-drained 0.9% 

Rumford loamy sand 6–10% 3 Well-drained 0.9% 

Forestdale loam n/a 5 Poorly drained 0.8% 

Lenoir loam n/a 3 Somewhat poorly drained 

floodplain soil 0.6% 

Slagle fine sandy loam 2–6% 2 Moderately well-drained 0.6% 

Myatt-Slagle complex 0–2% 4 Poorly drained 0.3% 

Caroline fine sandy loam 2–7% 2 Well-drained 0.3% 

Riverview silt loam 0–2% 1 

Well-drained, located on 

floodplains and occasionally 

flooded 

0.2% 

Chewacla silt loam 0–2% 4 Somewhat poorly drained, 

occasionally flooded 0.2% 

Dogue loam n/a 2 Moderately well-drained 0.1% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.11.3 MDND Hydrology 

The MDND segment is drained by the Mattaponi and Pamunkey rivers and their tributaries. The 

portion of the APE lying east of I-95 is drained by the Mattaponi via Reedy Creek, Swamp Creek, 

and several smaller tributaries. The area lying west of I-95 is drained by the Pamunkey via Long 

Creek and the North Anna River, as well as smaller tributary streams. The Mattaponi and 

Pamunkey Rivers come together to form the York River approximately 45 miles (72.4 km) 

southeast of the corridor. The York enters the Chesapeake Bay approximately 75 miles (120.7 km) 

southeast of the corridor. 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-19 Phase IB Archaeological Survey, ROAF to BBHW 

3.12 NORTH DOSWELL TO ELMONT (NDEL/13) 

The NDEL segment is predominantly rural, except for portions that pass through Ashland, VA. 

Much of the segment is undeveloped and wooded with a few agricultural fields noted. The 

portion of the segment surrounding Ashland has both residential and commercial development. 

3.12.1 NDEL Geology 

The NDEL segment spans Ashland and lies between Fredericksburg and Richmond, in the inner 

Coastal Plain physiographic province. The majority of the APE is underlain by Pliocene sand and 

gravel (Dietrich 1990). Lower Tertiary glauconitic quartz sands with shell and lime are also 

present in much of the area. Shelly and diatomaceous Triassic-age sediments of the Chesapeake 

Group cover ancient shallow shelf environments, and interbedded sandstones, siltstones, and 

shales of the Newark Supergroup cover the floor of a Triassic basin partially exposed in the APE. 

Portions of the NDEL segment are underlain by Quaternary and Tertiary deposits, including 

those of the Windsor Formation. The Sedgefield member of the Quaternary Tabb Formation, 

comprising sandy and silty deposits originating in ancient riverbeds and bay floors, is exposed 

in places. 

3.12.2 NDEL Soils 

A total of 31 soil types was mapped within the NDEL segment (Table 3-11). The Class 1 Norfolk 

fine sandy loam, totaling only approximately 0.1 percent of the APE, represents probable 

locations for prehistoric and historic habitation sites. The Class 2 Goldsboro sandy loam, 

Kempsville gravelly sandy loam, Quantico sandy loam, Bourne fine sandy loam, KingstowneSassafras complex, Kempsville-Bourne fine sandy loams, Atlee loam, Caroline fine sandy loam, 

Orangeburg-Faceville fine sandy loams, Goldsboro fine sandy loam, Dogue loam, Wahee loam, 

Pamunkey fine sandy loam, Duplin fine sandy loam, and Orangeburg fine sandy loam soils, 

representing approximately 57.5 percent of the APE, also indicate probable locations for 

prehistoric and historic sites. Poorly drained soils, such as the Coxville loam and the Fluvaquents, 

have a low probability of containing historic sites, although ephemeral prehistoric sites relating 

to resource procurement may be found nearby. 

TABLE 3-11: SOILS IDENTIFIED WITHIN THE NDEL ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Goldsboro sandy loam n/a 2 Moderately well-drained 14.5% 

Kempsville gravelly sandy loam 2–7% 2 Well-drained 14.3% 

Coxville loam n/a 4 Poorly drained 10.5% 

Udults-Ochrepts complex, sloping slopes 4 Well-drained 9.5% 

Quantico sandy loam 2–7% 2 Well-drained 7.7% 

Fluvaquents n/a 6 Poorly drained floodplain 

soil 7.5% 

Bourne fine sandy loam 2–7% 2 Moderately well-drained 6.3% 

Pinkston/Mayodan sandy loams 7–15% 4 Well-drained 3.8% 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-20 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-11: SOILS IDENTIFIED WITHIN THE NDEL ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Kingstowne-Sassafras complex 2–7% 2 Well-drained 2.8% 

Kempsville-Bourne fine sandy loams 2–7% 2 Well-drained 2.7% 

Atlee loam 0–4% 2 Moderately well-drained 2.3% 

Caroline fine sandy loam 2–7% 2 Well-drained 2.3% 

Pinkston/Mayodan sandy loams 25–45% 7 Well-drained 2.1% 

Orangeburg-Faceville fine sandy loams 2–7% 2 Well-drained 2.1% 

Udults-Ochrepts complex, moderately 

steep slopes 6 Well-drained 1.9% 

Udults-Ochrepts complex, moderately 

steep slopes 6 Well-drained 1.9% 

Caroline-Dogue complex, eroded 7–15% 4 Well-drained 1.8% 

Augusta fine sandy loam n/a 3 Somewhat poorly drained 

stream terrace soil 1.3% 

Pinkston/Mayodan sandy loams 12–25% 6 Well-drained 1.0% 

Goldsboro fine sandy loam 0–4% 2 Moderately well-drained 0.7% 

Dogue loam n/a 2 Moderately well-drained 0.7% 

Wahee loam n/a 2 Somewhat poorly drained 0.4% 

Udults-Ochrepts complex, steep slopes 7 Well-drained 0.4% 

Pamunkey fine sandy loam 2–7% 2 Well-drained 0.4% 

Udalfs-Ochrepts complex steep 7 Well-drained; hillslopes 0.3% 

Udults, sloping slopes 4 Well-drained 0.2% 

Duplin fine sandy loam 0–2% 2 Moderately well-drained 0.2% 

Udorthents-Udifluvents complex gently 

sloping 3 Moderately well-drained 0.1% 

Norfolk fine sandy loam 0–2% 1 Well-drained 0.1% 

Orangeburg fine sandy loam 2–7% 2 Well-drained 0.1% 

Udorthents, smoothed n/a n/a Well-drained 0.1% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.12.3 NDEL Hydrology 

The NDEL segment is drained by the Pamunkey River, and associated tributaries. The Pamunkey 

is formed by the confluence of the North Anna River and South Anna River. The Mattaponi and 

Pamunkey Rivers form the York River approximately 45 miles (72.4 km) southeast of the corridor. 

The York enters the Chesapeake Bay approximately 75 miles (120.7 km) southeast of the corridor. 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-21 Phase IB Archaeological Survey, ROAF to BBHW 

3.13 ELMONT TO GREENDALE (ELGN/14) 

The environment of the APE of the ELGN segment ranges from rural to suburban residential 

subdivision development. The actual APE corridor is predominantly wooded with mixed 

vegetation dominated alternately by pine and hardwood stands. Road traces, a powerline cut, 

and streams were also encountered in or adjacent to the APE. 

3.13.1 ELGN Geology 

Situated in east-central Virginia, the ELGN APE straddles I-295 in Glen Allen, VA, north of 

Richmond and west of I-95, which roughly marks the Fall Line separating the Coastal Plain from 

the adjacent Piedmont province to the west. The APE lies within the extreme western-most 

section of the Coastal Plain province in the Fall Zone. The dominant geologic unit underlying the 

APE is the Pliocene sand and gravel, which is composed of Tertiary-age gravelly sand 

interbedded with sandy gravel, poorly to well sorted fine to coarse sand, and clays and silts 

(Dietrich 1990). The second geologic unit underlying the APE is Mississippian-age Petersburg 

Granite, which is found in one narrow cross-section in the very northern part of this segment’s 

APE. This granite is light- to dark-gray to pink, fine- to coarse-grained, and ranges from granite 

to granodiorite in composition. 

3.13.2 ELGN Soils 

Twenty-two soil types are mapped within the ELGN segment APE (Table 3-12). Class 1 and 2 

soils represent the most likely setting for short-term prehistoric sites. Historic sites could also be 

present. The one Class 1 soil mapped within the APE, State fine sandy loam with a clayey 

substratum, only encompasses 0.2 percent of the segment’s APE. However, the Class 2 

Spotsylvania-Bourne fine sandy loam, Appling fine sandy loam, Kempsville very fine sandy 

loam, clayey substratum, Helena fine sandy loam, Bourne fine sandy loam, Norfolk fine sandy 

loam, State fine sandy loam and Wedowee sandy loam, representing approximately 28.2 percent 

of the ELGN APE, indicate high-probability locations for prehistoric and historic sites. Poorly 

drained soils have a low probability of containing historic sites, although ephemeral prehistoric 

sites relating to resource procurement may be found nearby. The loamy udorthents are the result 

of the removal of natural soil and/or the placement of fill from elsewhere. Archaeological sites 

located within these soils may be disturbed or destroyed. 

TABLE 3-12: SOILS IDENTIFIED WITHIN THE ELGN ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Colfax fine sandy loam, indurated 

substratum 0–6% 3w Poorly drained 46.8% 

Spotsylvania-Bourne fine sandy 

loams 7–15% 3e, 2e Well-drained 7.4% 

Appling fine sandy loam 2–6% 2e Well-drained 5.6% 

Kinston and Mantachie soils 7–15 6w, 5w Poorly drained 5.6% 

Pouncey sandy loam 0–2% 4w Poorly drained 4.7% 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-22 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-12: SOILS IDENTIFIED WITHIN THE ELGN ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Kempsville very fine sandy loam, 

clayey substratum 2–6% 2e Well-drained 4% 

Udorthents, loamy 0–6% n/a Cut and fill, not prime farmland 3.9% 

Appling fine sandy loam 6–15% 3e Well-drained 3.7% 

Helena fine sandy loam 2–6% 2e Moderately Well-drained 3.4% 

Bourne fine sandy loam 0–2% 2w Moderately Well-drained, high 

water table 2.5% 

Ashlar gravelly sandy loam 6–15% 4e Excessively drained 1.8% 

Caroline-Dogue complex, eroded 7–15% 4e Well-drained 1.8% 

Rains very fine sandy loam 0–2% 4w Poorly drained, frequent flooding 1.5% 

Bourne fine sandy loam 2–6% 2e Moderately Well-drained 1.3% 

Norfolk fine sandy loam 2–6% 2e Well-drained 1.3% 

State fine sandy loam, clayey 

substratum 2–6% 2e Well-drained 1.3% 

Wedowee sandy loam 2–6% 2e Well-drained 1.2% 

Wedowee sandy loam 6–15% 4e Well-drained 1% 

Ashlar gravelly sandy loam 15–45% 6e Somewhat excessively drained 0.5% 

Inundated n/a n/a n/a 0.3% 

Spotsylvania-Bourne fine sandy 

loams 2–7% 2e Well-drained – Moderately Welldrained 0.2% 

State fine sandy loam, clayey 

substratum 0–2% 1 Well-drained 0.2% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.13.3 ELGN Hydrology 

The ELGN segment lies within the drainage basin of the James River, a tributary to the 

Chesapeake Bay. The major streams directly draining this segment are the Chickahominy River 

in the north, North Run and its tributaries in the center, and Hungary Creek and its tributaries in 

the south. Hungary Creek flows east into North Run. North Run flows into Upham Brook 

approximately 3 miles (4.8 km) southeast of the APE and Upham Brook flows east and joins the 

Chickahominy River at the border of Henrico and Hanover counties. The Chickahominy River 

joins the James River between Charles City and James City counties, approximately 45 miles (72.4 

km) southeast of the segment’s APE. 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-23 Phase IB Archaeological Survey, ROAF to BBHW 

3.14 GREENDALE TO SAY/WAY (GNSA/15) 

The environment of the APE in the GNSA segment ranges from suburban residential subdivision 

development to commercial/industrial complexes. The northernmost portion of the Segment 15 

corridor is predominantly forested in pine with scattered hardwood saplings. The remainder of 

the GNSA corridor is in a graded, grass-covered area between the existing railroad grade and 

paved roads or commercial/industrial buildings. 

3.14.1 GNSA Geology 

Situated in east-central Virginia, the GNSA corridor lies between East Parham Road in Henrico 

County in the north and the north end of I-195 in Richmond on the south. The corridor here 

roughly follows the Fall Line separating the Coastal Plain from the adjacent Piedmont province 

to the west. More specifically, the segment’s APE lies within the extreme western-most section of 

the Coastal Plain province, in the Fall Zone. The dominant geologic unit underlying the APE is 

Pliocene sand and gravel, which is composed of Tertiary-age gravelly sand interbedded with 

sandy gravel, poorly to well sorted fine to coarse sand, and clays and silts (Dietrich 1990). The 

second geologic unit underlying the APE is Mississippian-age Petersburg Granite, which is found 

in one narrow cross-section in the south-central portion. This granite is light- to dark-gray to 

pink, fine- to coarse-grained, and ranges from granite to granodiorite in composition. 

3.14.2 GNSA Soils 

Twelve soil types are mapped within the GNSA segment APE (Table 3-13). The Class 1 

Kempsville very fine sandy loam with a clayey substratum and the Class 2 State fine sandy loam 

with a clayey substratum, Bourne fine sandy loam, and Kempsville very fine sandy loam, clayey 

substratum, representing approximately 12.5 percent of the APE, indicate likely locations for 

prehistoric and historic sites. Poorly drained soils have a low probability of containing historic 

sites, although ephemeral prehistoric sites relating to resource procurement may be found 

nearby. The Urban land, loamy udorthents and the Udorthents-Dumps complex with pits, 

constituting 70.1 percent of this APE mapped soils, are the result of development, the removal of 

natural soil, and/or the placement of fill from elsewhere. Archaeological sites located within 

these soils may be disturbed or destroyed.

TABLE 3-13: SOILS IDENTIFIED WITHIN THE GNSA ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Urban land n/a n/a Developed/disturbed 55.2% 

Udorthents, loamy 0–6% n/a Cut and fill 10.8% 

Colfax fine sandy loam, indurated substratum 0–6% 3w Poorly drained 9.2% 

Pouncey sandy loam 0–2% 4w Poorly drained 4.6% 

State fine sandy loam, clayey substratum 2–6% 2e Well-drained 4.5% 

Udorthents-Dumps complex, pits n/a n/a Cut and fill 4.1% 

Bourne fine sandy loam 2–6% 2e Well-drained 3.7% 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-24 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-13: SOILS IDENTIFIED WITHIN THE GNSA ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Kempsville very fine sandy loam, clayey 

substratum 2–6% 2e Well-drained 2.4% 

Appling fine sandy loam 6–15% 3e Well-drained 2.1% 

Kempsville very fine sandy loam, clayey 

substratum 0–2% 1 Well-drained 1.9% 

Kinston and Mantachie soils 0–2% 6w, 5w Poorly drained 1.3% 

Chewacla and Riverview soils 0–2% 4w Poorly drained 0.2% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.14.3 GNSA Hydrology 

The GNSA segment lies within the drainage basin of the James River, a tributary to the 

Chesapeake Bay. The major streams directly draining this segment are Rocky Branch in the north 

and Upham Brook and its tributaries in the south. Rocky Branch flows east into North Run. North 

Run flows into Upham Brook approximately 2 miles (3.2 km) east of the corridor and Upham 

Brook flows east and joins the Chickahominy River at the border of Henrico and Hanover 

counties. The Chickahominy River joins the James River between Charles City and James City 

counties, approximately 40 miles (64.4 km) southeast of the GNSA corridor. 

3.15 SAY/WAY TO AM JCT (SAAM/16) 

The environment of the SAAM is completely urban. Apartment complexes and commercial 

buildings border the SAAM corridor APE. A thin swath of young vegetation buffers the existing 

railroad grade and the APE from the surrounding urban setting. 

3.15.1 SAAM Geology 

Situated in east-central Virginia, the SAAM portion of the APE roughly parallels the combined 

section of I-64/95 from the north end of I-195 in Richmond to the southeastern I-64/I95 split. The 

corridor here roughly follows the Fall Line separating the Coastal Plain from the adjacent 

Piedmont province to the west. The SAAM segment APE lies within the western-most section of 

the Coastal Plain. The geologic unit underlying the northwestern portion of the APE is the 

Pliocene sand and gravel, which is composed of Tertiary-age gravelly sand interbedded with 

sandy gravel, poorly to well sorted fine to coarse sand, and clays and silts (Dietrich 1990). In the 

central portion of the SAAM segment is the Bacons Castle Formation of the Tertiary age, gravel 

grading upward into sand and sandy clayey silt. In the southeastern portion of the APE, the 

Chesapeake Group, defined as fine-to coarse-grained, quartzose sand, silt, and clay which is 

variably shelly and diatomaceous, comprises the underlying geology. 

3.15.2 SAAM Soils 

Two soil types are mapped within the SAAM segment APE (Table 3-14). Class 1 and 2 soils 

represent the most likely setting for short-term prehistoric sites. Historic sites could also be 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-25 Phase IB Archaeological Survey, ROAF to BBHW 

present. However, no Class 1 or 2 soils are present in this segment. The Urban land and the 

Udorthents-Dumps complex with pits, constituting 99.7 percent of this segment’s mapped soil 

types, are the result of development, the removal of natural soil, and/or the placement of fill from 

elsewhere. Archaeological sites located within these soils may be disturbed or destroyed.

TABLE 3-14: SOILS IDENTIFIED WITHIN THE SAAM ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Udorthents-Dumps complex, pits n/a n/a Cut and fill 63.6% 

Urban land n/a n/a Developed/disturbed 36.4% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.15.3 SAAM Hydrology 

The SAAM segment lies within the drainage basin of the James River, a tributary of Chesapeake 

Bay. Smaller streams in the area drain directly into the James. Numerous smaller tributaries likely 

existed in the area prior to the development of the city of Richmond, resulting in alteration of 

drainage patterns and culvertization of small creeks and ephemeral drainages. The James River 

enters the Chesapeake Bay approximately 75 miles (120.7 km) southeast of the corridor. 

3.16 WAY TO CENTRALIA- A LINE (WACE/18) 

The environment of the WACE segment ranges from urban single family residential 

development, to suburban subdivision development, to commercial/industrial complexes. The 

existing railroad grade and this segment of the DC2RVA corridor are buffered by mixed 

vegetation dominated alternately by pine and hardwood stands. Road traces, utility cuts, and 

streams were also encountered in or adjacent to the APE. 

3.16.1 WACE Geology 

Beginning in east-central Virginia and continuing into southeastern Virginia, the WACE segment 

is located to the west of the AMCE segment. The north end of this portion of the corridor begins 

at East Parham Road in Henrico County and the southern end is located just south of Route 288. 

The corridor here roughly follows the Fall Line separating the Coastal Plain from the adjacent 

Piedmont province to the west. More specifically, the segment lies within the extreme westernmost section of Coastal Plain in the Fall Zone. The geologic unit underlying the majority of the 

northern portion of the APE is the Pliocene sand and gravel, which is composed of Tertiary-age 

gravelly sand interbedded with sandy gravel, poorly to well sorted fine to coarse sand, and clays 

and silts (Dietrich 1990). There is also a thin area of Proterozoic Migmatitic Paragneiss in the north 

which is defined as leucocratic to mesocratic, medium- to coarse-grained layered gneiss. The 

central and southern portions of the WACE segment are dominated by the Bacons Castle 

Formation of the Tertiary age: gravel grading upward into sand and sandy clayey silt. There are 

also thin areas of the Mississippian aged Petersburg Granite in the north and central portions of 

the segment’s APE. This granite is light- to dark-gray to pink, fine- to coarse-grained, and ranges 

from granite to granodiorite in composition. 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-26 Phase IB Archaeological Survey, ROAF to BBHW 

3.16.2 WACE Soils 

Thirty-seven soil types are mapped within the WACE segment APE (Table 3-15). Class 1 and 2 

soils represent the most likely setting for short-term prehistoric sites. Historic sites could also be 

present. No Class 1 soils are mapped within the WACE segment of the APE. The Class 2 FacevileGritney-Urban land complex, Bourne fine sandy loam, Bourne-Urban land complex, TetotumUrban land complex, Norfolk fine sandy loam, Faceville-Gritney fine sandy loams, Tetotum loam 

with a clayey substratum, Turbeville-Urban land complex, Faceville-Gritney gravelly fine sandy 

loams, Gritney fine sandy loam, and Kempsville-Urban land complex, representing 

approximately 21.9 percent of the APE, indicate high-probability locations for prehistoric and 

historic sites. Poorly drained soils and soils on slopes of greater than 15 percent have a low 

probability of containing historic sites, although ephemeral prehistoric sites relating to resource 

procurement may be found nearby. The Urban land, Udorthents-Dumps complex with pits, and 

Made land, constituting 33.3 percent of this segment’s mapped soil types, are the result of 

development, the removal of natural soil, and/or the placement of fill from elsewhere. 

Archaeological sites located within these soils may be disturbed or destroyed. Soil complexes 

containing Urban land will likely have the same issues.

TABLE 3-15: SOILS IDENTIFIED WITHIN THE WACE ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Urban land n/a n/a Developed/disturbed 12.1%% 

Made Land n/a n/a Developed/disturbed 11.3%% 

Udorthents-Dumps complex, pits n/a n/a Cut and fill 9.9%% 

Roanoke silt loam 0–2% 4w Poorly drained 7.2% 

Fluvaquents 0–2% 6w Poorly drained 5.5% 

Roanoke-Chewacla complex 0–2% 4w Poorly drained 4.9% 

Faceville-Gritney-Urban land complex 2–6% 2e Well-drained 4.5% 

Ochrepts and Udults, strongly sloping 12–20% 6e Well-drained 4.1%% 

Dunbar fine sandy loam 0–4% 2w Poorly drained, excess water 3.9% 

Bourne fine sandy loam 2–6% 2e Well-drained 2.4% 

Bourne-Urban land complex 2–6% 2e Well-drained 2.4% 

Tetotum-Urban land complex, clayey 

substratum 2–6% 2e Well-drained 2.4% 

Inundated n/a n/a n/a 2.3% 

Craven fine sandy loam 2–6% 3e Well-drained 2.1% 

Edgehill-Urban land complex 6–12% 4e Well-drained 1.9% 

Faceville-Gritney gravelly fine sandy 

loams 6–12% 3e Well-drained 1.9% 

Lenoir silt loam 0–4% 3w Poorly drained 1.7% 

Norfolk fine sandy loam 0–6% 2e Well-drained 1.6% 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-27 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 3-15: SOILS IDENTIFIED WITHIN THE WACE ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Faceville-Gritney fine sandy loams 2–6% 2e Well-drained – Moderately 

Well-drained 1.5% 

Faceville-Gritney-Urban land complex 6–12% 2e Well-drained – Moderately 

Well-drained 1.5% 

Tetotum loam, clayey substratum 2–6% 2e Moderately Well-drained 1.5% 

Turbeville-Urban land complex 2–6% 2e Well-drained 1.4% 

Faceville-Gritney gravelly fine sandy 

loams 2–6% 2e Well-drained – Moderately Well-drained 1.3% 

Wateree sandy loam 12–20% 7e Well-drained 1.3% 

Appling-Urban land complex 6–12% 3e Well-drained 1.3% 

Ochrepts and Udults, sloping 6–12% 4e Well-drained 1.2% 

Gritney fine sandy loam 2–6% 2e Moderately Well-drained, 

tendency to erode 1.1% 

Louisburg sandy loam 20–45% 7e Well-drained 1% 

Wateree-Wedowee-Rock outcrop 

complex 45–60% 7e Well-drained 0.9% 

Masada loam 2–6% 3e Well-drained 0.8% 

Ochrepts and Udults, steep 20–35% 7e Well-drained 0.7% 

Appling-Wedowee-Urban land 

complex 6–12% 3e Well-drained 0.6% 

Bourne sandy loam 6–12% 3e Moderately Well-drained 0.5% 

Coxville loam 2–6% 4w Poorly drained, excess water 0.5% 

Aquults 0–2% 5w Poorly drained, frequent 

flooding 0.3% 

Kempsville-Urban land complex 2–6% 2e Well-drained 0.3% 

Johnston mucky loam 0–3% 7w Very poorly drained 0.2% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.16.3 WACE Hydrology 

The WACE segment lies within the drainage basin of the James River, a tributary to the 

Chesapeake Bay. The northern portion of the segment is drained by the James River itself and 

channelized streams and ditches feeding into the James. Other water courses draining the WACE 

segment, listed from north to south within the corridor, include Reedy Creek, Broad Rock Creek, 

Falling Creek and its tributary Grindall Creek, Kingsland Creek, and Proctors Creek. All of these 

creeks empty into the James River, which empties into the Chesapeake Bay approximately 73 

miles (117.5 km) east-southeast of the corridor. 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-28 Phase IB Archaeological Survey, ROAF to BBHW 

3.17 AM JCT TO FULTON YARD (AMFY/19) 

The environment of the AMFY corridor begins in an urban setting in the west, passing through 

Shockoe Bottom. Further to the east, the APE enters an urban industrial area which slowly 

transforms into a suburban commercial area. The APE in this segment of the corridor is mostly 

urban and suburban, with little vegetation. 

3.17.1 AMFY Geology 

Situated in east-central Virginia, the AMFY segment begins east of I-95 and north of the Leigh 

Street viaduct in Richmond and continues in a southerly direction to the James River. 

Physiographically, the segment’s APE lies within the western-most section of the Coastal Plain. 

The geologic units underlying the APE are the Chesapeake Group, defined as fine-to coarsegrained, quartzose sand, silt, and clay which is variably shelly and diatomaceous, and Lower 

Tertiary Deposits, described as mostly fine- to coarse-grained glauconitic quartz sand and claysilt, shelly in part; and including lesser amounts of sandy limestone and limey sand.

3.17.2 AMFY Soils 

Two soil types are mapped within the AMFY segment APE (Table 3-16). The Urban land and the 

Udorthents-Dumps complex with pits, constituting 100 percent of this segment’s mapped soil 

types, are the result of development, the removal of natural soil, and/or the placement of fill from 

elsewhere. Archaeological sites located within these soils may be disturbed, destroyed, or not in 

situ. 

TABLE 3-16: SOILS IDENTIFIED WITHIN THE AMFY ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Urban land n/a n/a Developed/disturbed 53.9% 

Udorthents-Dumps complex, pits n/a n/a Cut and fill 46.1% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.17.3 AMFY Hydrology 

The APE within the AMFY segment lies within the drainage basin of the James River, a tributary 

of Chesapeake Bay. Smaller streams in the area drain directly into the James. Numerous smaller 

tributaries likely existed in the area prior to the development of the city of Richmond, resulting 

in alteration of drainage patterns and culvertization of small creeks and ephemeral drainages. 

The James River enters the Chesapeake Bay approximately 75 miles (120.7 km) southeast of the 

corridor. 

3.18 BUCKINGHAM BRANCH/HOSPITAL WYE (BBHW/20) 

The BBHW is situated parallel to and immediately east of the SAAM and AMCE segments in 

Richmond, VA. The environment includes urban residential and commercial/industrial 

development. A thin swath of young vegetation buffers the existing railroad grade and the 

segment’s APE from the surrounding urban setting. 
ENVIRONMENTAL SETTING 

D.C. to Richmond Southeast High Speed Rail 3-29 Phase IB Archaeological Survey, ROAF to BBHW 

3.18.1 BBHW Geology 

Situated in east-central Virginia, the BBHW segment is located east of I-195 on the south and east 

of I-64 on the north, crossing Hospital Street in the center. The geologic unit underlying the entire 

segment is the Chesapeake Group, defined as fine-to coarse-grained, quartzose sand, silt, and 

clay which is variably shelly and diatomaceous. 

3.18.2 BBHW Soils 

Two soil types are mapped within the BBHW segment of the APE (Table 3-17). No Class 1 or 2 

soils are present in this segment. The Class 7 Johnston mucky loam is considered to have a low 

probability for the presence of archaeological sites as it is very poorly drained and is subject to 

frequent flooding and ponding. The Udorthents-Dumps complex with pits is the result of 

development, the removal of natural soil, and/or the placement of fill from elsewhere. 

Archaeological sites located within these soils may be disturbed or destroyed.

TABLE 3-17: SOILS IDENTIFIED WITHIN THE BBHW ARCHAEOLOGICAL APE 

Soil Name Slope Class Characteristics Approximate 

Percentage of APE 

Udorthents-Dumps complex, pits n/a n/a Cut and fill 82.8% 

Johnston mucky loam 0–3% 7w Very poorly drained 17.2% 

Source: Soil Survey Staff 2015; Dovetail 2016

3.18.3 BBHW Hydrology 

The APE within the BBHW segment lies within the drainage basin of the James River, a tributary 

of Chesapeake Bay. Smaller streams in the area drain directly into the James. Numerous smaller 

tributaries likely existed in the area prior to the development of the city of Richmond, resulting 

in alteration of drainage patterns and culvertization of small creeks and ephemeral drainages. 

The James River enters the Chesapeake Bay approximately 75 miles (120.7 km) southeast of the 

corridor. 
D.C. to Richmond Southeast High Speed Rail 4-1 Phase IB Archaeological Survey, ROAF to BBHW 

SURVEY METHODOLOGY 

The goal of the archaeological survey was to identify any archaeological sites within the 

archaeological APE that are on or eligible for the NRHP. The survey methods employed 

to meet this goal were chosen with regard to the project’s scope (i.e., the project’s potential to 

affect significant resources, should they be present), the potential of the project area to contain 

significant resources, local field conditions, and the results of prior predictive modeling of the 

APE. 

4.1 ARCHAEOLOGICAL SURVEY 

As previously discussed, using the results of the predictive modeling, the DC2RVA project 

segments were subdivided for the purposes of the current archaeological study, corresponding 

to discrete locations of high, medium, and low archaeological probability. As outlined in the 

predictive model report (Klein et al. 2015), historic maps were consulted and incorporated into 

the model development/output. The archaeological survey consisted of a pedestrian 

reconnaissance of these archaeological areas and subsurface testing of those portions of the APE 

identified as having the potential for intact deposits during the pedestrian reconnaissance. 

The subdivided locations indicated by predictive modeling, referred to as areas, were given 

alphabetical letter designations within each of the larger 20 DC2RVA project segments. The 

archaeological areas were designated first by their DC2RVA segment number and then by their 

lettered designation assigned as part of this study, for example archaeological area A in the FRLO 

Segment is notated within this report as “3A”. Shovel test pits (STPs) were excavated at 50-foot 

(15.2-m) intervals along transects across these archaeological areas within the larger APE. Given 

the highly disturbed nature of the APE, judgmental shovel testing (shovel tests placed not on 

transect but judgmentally placed given field condition) was also employed in order to maximize 

subsurface sampling and to verify subsurface integrity. Model output locations less than 5 feet 

(1.5 m) wide were visually inspected but no area/letter designations were assigned and no 

subsurface testing was conducted in these locations. 

Each STP within the archaeological area was given a numerical designation. The provenience 

information for each STP included the archaeological area alphabetical designation and the 

numerical designation. For example, STP 14A-1 refers to the first STP excavated within Area A of 

the ELGN (14) segment. STPs were not excavated in areas of obvious modern disturbance. STPs 

measured approximately 1.3 feet (38.1 cm) in diameter and were excavated to penetrate at least 

0.3 feet (10.2 cm) into sterile subsoil where possible. Shovel test radials were excavated at 25-foot 

(7.6-m) intervals in cardinal directions from shovel tests that produced cultural materials. 

The STP methodology described in the previous paragraph was employed across the majority of 

the APE, except for on property owned by the National Park Service (NPS). The archaeological 

APE intersected, and in some places extended onto, NPS land within the Fredericksburg and 

Spotsylvania National Military Park (111-0147). An Archaeological Resources Protection Act 

4
SURVEY METHODOLOGY 

D.C. to Richmond Southeast High Speed Rail 4-2 Phase IB Archaeological Survey, ROAF to BBHW 

(ARPA) permit was acquired for investigations within the Park (see Appendix D). This permit 

stipulated specific field methods, different from the DHR standards used elsewhere along the 

corridor. On NPS land STPs measured 1.64 feet (0.5 m) square in size and were separated by no 

more than 32.8 feet (10 m). Shovel test radials were excavated at 16.4-foot (5-m) intervals in 

cardinal directions from shovel tests that produced cultural materials. 

All soils excavated from STPs were passed through 0.25-inch (0.6-cm) hardware mesh cloth. Each 

distinct soil horizon was given a stratum designation (e.g., I, II) in order to delineate stratigraphic 

relationships. All artifacts were recovered and bagged by stratum. The project name, area 

designation, transect, STP, stratum, excavator, date, and material recovered were recorded on 

field tags for each level. Soil conditions, weather information, and notations on disturbances were 

recorded in field notes. 

Metal detector survey was carried out within the American Battlefield Protection Program’s 

(ABPP) potential National Register (PotNR) established boundaries of all Civil War battlefields 

that intersected the archaeological areas within the APE. This survey was only completed in areas 

deemed through pedestrian survey to have the potential for intact subsurface deposits and thus 

overlapped the STP survey transects within Civil War resources. The metal detector survey was 

conducted by staff who have received specialized training in using metal detectors at Civil War 

sites, using a Whites 9500 pro/psi and a Tesoro Cibola metal detector. Metal detecting was 

conducted in a zig-zag pattern along transects spaced at 6-foot (1.8-m) intervals. The 

discriminating function of the metal detector was turned off and any positive contacts were 

identified with pin flags. The locations of all positive contacts was excavated to determine if the 

contact was positive for historic ferrous and/or non-ferrous metal artifacts. All contacts positive 

for artifacts were mapped and if need be were used to produce of artifact distribution maps that 

show and discriminate between locations of military and non-military and possible dual use 

artifacts. 

4.2 LABORATORY METHODS 

Any archaeological specimens collected during the Phase IB survey were transported to Dovetail 

Cultural Resource Group’s laboratory in Fredericksburg, Virginia for processing and analysis. 

Prior to artifact washing, each bag was cross-referenced with the field log to confirm provenience 

information and contents. Stable objects were washed with tap water and a soft brush with special 

attention paid to edges of ceramics and glass to better aid in identification. After washing, the 

artifacts were grouped by provenience and placed on a drying rack. 

Once dry, the artifacts were cataloged for analysis. Specific characteristics were described using 

currently accepted terminology and were entered into an Access database. After cataloging, 

diagnostic artifacts were pulled and directly marked with their provenience information or 

accession number. 

Specific ware types and manufacture dates were identified using Adams (2002), Bartoviks (1980), 

Greer (1970), Nelson (1968), Noël Hume (1991), Pittman et al. (1987), and South (1977). Non-tool 

prehistoric lithics were identified using Andrefsky (1998), Odell (2004), and Whittaker (1994). 

Hafted bifaces and prehistoric ceramics, if recovered, were assigned types using standard 

regional typologies (i.e., Coe 1964; Custer 1989; Ritchie 1971). 

As required by the previously outlined ARPA permit, if artifacts were recovered from NPS 

property all would have been returned to the NPS for curation following Interior Collection 
SURVEY METHODOLOGY 

D.C. to Richmond Southeast High Speed Rail 4-3 Phase IB Archaeological Survey, ROAF to BBHW 

Management System (ICMS) standards. Additionally, all associated field and analysis documents 

pertaining to the survey on NPS property were entered into ICMS. 
D.C. to Richmond Southeast High Speed Rail 5-1 Phase IB Archaeological Survey, ROAF to BBHW 

RESULTS OF ARCHAEOLOGICAL SURVEY 

The archaeological survey consisted of a pedestrian survey and subsurface testing, supplemented 

by metal detector survey in selected locations, throughout the areas identified by predictive 

modeling within the APE to have high, medium, and low potential for archaeological deposits, 

designated “archaeological areas”. All archaeological areas were subjected to pedestrian survey 

and photographic documentation. Based on the pedestrian survey of those area identified via 

modeling, subsurface testing (and as necessary metal detection) was carried out in locations that 

were not disturbed or otherwise untestable, as discussed below. The archaeological areas 

subjected to Phase IB survey encompass 156.1 acres (63.2 ha). 

The following discussion first presents a general summary of the extensive disturbance noted 

throughout the APE. Following this discussion, the survey results from each segment within the 

DC2RVA corridor are presented inclusive of location, noted disturbance, and general results. 

within each segment description is a detailed presentation of the archaeological areas that 

warranted subsurface testing, and all of the identified sites are described in detail, including 

NRHP eligibility recommendations. Maps of archaeological areas surveyed within the APE are 

not presented within the body of this results section; instead these are presented in Appendix A. 

Also presented as appendices are the shovel test catalog (Appendix B), the artifact catalog 

(Appendix C), and archaeological site (Appendix E). 

The significance of each site within this survey was evaluated in relation to the NRHP eligibility 

criteria. Sites were evaluated in regards to Criterion A, for their association with events that have 

made a significant contribution to the broad patterns of our history; Criterion B, for their 

association with people significant in our nation’s history; Criterion C, for their embodiment of 

the distinctive characteristics of a style, type, or period of construction; and Criterion D, for their 

potential to yield information important to our understanding of history or prehistory. Aspects 

of integrity were also examined, as they pertain to subsurface deposits and particularly in relation 

to NRHP assessment under Criterion D. 

5.1 DISTURBANCE 

As expected within a project corridor that is so closely aligned along an existing major railroad 

corridor, the archaeological areas subjected to Phase IB survey within the DC2RVA corridor 

contained substantial portions in which subsurface archaeological testing was not feasible. 

Substantial subsurface disturbance throughout much of the APE rendered systematic shovel 

testing unnecessary, impracticable, or unsafe. The single largest source of surface disturbance 

within the corridor is grading associated with the existing railroad. A number of other 

disturbances are found repeatedly throughout the corridor, including buried utility transmission 

lines, access roads, and large areas of standing water. 

5
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-2 Phase IB Archaeological Survey, ROAF to BBHW 

Throughout the 123 miles of the DC2RVA corridor the track of the existing railroad and 

associated ballast are largely level, with their topographic relief varying only a few feet across the 

entire length of the corridor. The surrounding natural topographic relief, however, varies 

substantially, from the tops of significant hills to low lying areas near wetlands and streams. In 

order to maintain the largely level rail line through these topographic variances, a great deal of 

grading has been undertaken. Throughout the DC2RVA corridor, where the existing rail is 

substantially higher than the natural surface, a large artificial berm is required to carry the 

existing rail at its level. Where the rail needs to be lower than the natural surface, it has been cut 

through leaving high walled, steeply sloped embankments leading from the natural topography 

down to the rail bed. The entire width of the APE was often within these graded areas. Not only 

are these areas disturbed and susceptible to erosion, therefore not likely to contain intact cultural 

deposits, they are also in many cases so steep as to make any kind of subsurface testing entirely 

impracticable (Figure 5-1). 

Outside of areas disturbed by grading for the existing railroad, the largest cause of disturbance 

in the DC2RVA archaeological APE is the presence of buried utility corridors. In particular, 

petroleum transmission pipelines and fiber optic cable parallel the existing railroad line on one 

or both sides and often are located within the APE (Figure 5-2). The prevalence of these buried 

utility lines precluded subsurface testing because of obvious safety reasons; additionally, 

conversations with utility marking personnel knowledgeable about those corridors indicated that 

their installation involved a great deal of subsurface disturbance/earth moving. In particular the 

petroleum pipeline was described as occupying a trench that was cut to approximately 20 feet 

(6.1 m) wide. It is important to note that there are many areas within the corridor, in which these 

buried utilities combine with other disturbances, in particular the grading discussed above. As 

such, in many locations multiple subsurface disturbances are evident and occupy the entire width 

of the APE (see Area 4D in Figure 5-1). 

Another source of substantial disturbance throughout the length of the DC2RVA corridor is the 

presence of standing water in the archeological APE. Whether as a result of natural streams or as 

a result of drainage from the existing rail corridor accumulating in low-lying or poorly drained 

areas, large portions of the areas expected to have some potential for archaeological sites were 

covered in standing water, even where not mapped as being within one of the numerous streams 

that lie in or near the DC2RVA corridor (Figure 5-3). 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-3 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-1: GRADING/SLOPE DISTURBANCE IN THE APE: AREA 3F, LOOKING SOUTH; AREA 

4D, LOOKING SOUTHWEST; AREA 6H, LOOKING EAST; AREA 9H, LOOKING NORTHWEST; 

AND AREA 13E, LOOKING NORTH 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-4 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-2: UTILITY DISTURBANCE IN THE APE: AREA 3C, LOOKING WEST; AREA 4A, 

LOOKING SOUTHEAST; AREA 12Q, LOOKING SOUTH; AND AREA 13C, LOOKING NORTH 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-5 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-3: STANDING WATER WITHIN THE APE: AREA 4D, WATER-FILLED DITCH, 

LOOKING WEST; AREA 11M, WATER-FILLED DITCH, LOOKING NORTH; AND AREA 12J, 

INUNDATED AREA, LOOKING WEST 

5.2 ROSSLYN TO ALEXANDRIA (ROAF/01) 

The ROAF segment of the DC2RVA corridor is located within Arlington and Alexandria. 

Extending a length of approximately 6.5 miles (10.5 km), and encompassing 78.1 acres (31.6 ha), 

the APE within the ROAF segment begins in Arlington, at the Potomac River in the north, near 

Ronald Reagan Washington National Airport (Figure 5-4). From there it meanders south into the 

City of Alexandria and turns to the west, ending within Alexandria City limits at the Washington 

Metropolitan Area Transit Authority (WMATA) Alexandria Rail Yard. Predictive modeling 

undertaken prior to field work indicated that the entirety of this segment’s APE lacked potential 

for intact archaeological sites. As such, ROAF was not subdivided into designated archaeological 

testing areas. However, portions of the ROAF corridor that passed through previously identified 

sites were visually surveyed to ascertain the current condition of those sites. 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-7 Phase IB Archaeological Survey, ROAF to BBHW 

The entirety of the ROAF segment is located within the highly developed and built up portions 

of Arlington and Alexandria. Residential, commercial, and industrial development, including 

large facilities related to the existing railroad, dominate the entirety of the project corridor within 

this segment. As such, sub-surface testing was impracticable within the project APE in the 

entirety of this segment. Historic maps and aerials covering Alexandria and throughout the 

corridor were specifically examined and incorporated in the predictive modeling; however, given 

the narrow nature of the APE and development of the region no areas of archaeological potential 

were identified in the ROAF segment. 

5.2.1 Previously Recorded Site 44AR0037 

Site 44AR0037, part of “Jackson City,” a late nineteenth-century red-light district, was previously 

surveyed by Louis Berger, who identified intact foundations within their project area during a 

2004 survey (DHR 2016). Despite prior survey, the site remains unevaluated for listing on the 

NRHP. The majority of the site lies in an open grassy area just south of the Potomac River (Figure 

5-5 and Figure 5-6), and parts of the site outside the ROAF corridor may still be intact; however, 

within the APE, the site, as previously mapped, lies within the artificially graded landform with 

notable surface disturbances (Figure 5-7). Because the portion of the site within the project 

corridor lies within a graded landform the portion of the site within the DC2RVA corridor is 

unlikely to maintain subsurface integrity. It is recommended that site 44AR0037 remains 

unevaluated for the NRHP. However, the portion of the site overlapping the APE, has been 

compromised by grading and subsurface disturbance, as such any portion of this site within 

the APE does not contribute to overall site eligibility. DHR concurred with this 

recommendation in a letter dated October 11, 2016. 

FIGURE 5-5: OVERVIEW OF SITE 44AR0037 FROM PUBLIC BIKE TRAIL OUTSIDE THE APE, 

LOOKING NORTHWEST 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-9 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-7: OVERGROWN GRADED LANDFORM OCCUPYING THE 

APE WITHIN SITE 44AR0037 

5.2.2 Previously Recorded Site 44AX0028 

Site 44AX0028 is the former route of the Alexandria Canal, which operated from 1843 to 1886 (see 

Figure 5-6). The most recent archaeological work done at this site was by Dovetail in 2007; 

however, the site as a whole remains unevaluated in regard to its NRHP eligibility. The DC2RVA 

corridor intersects only a small part of this large site, which stretches a distance of approximately 

7 miles (11.3 km). The ROAF segment APE intersects the site near the intersection of Potomac 

Avenue and Main Line Boulevard in Alexandria, along the Potomac Yard Walking Trail. The 

majority of the canal is either destroyed or lying beneath modern development (Figure 5-8). 

However, a small section of the canal has been preserved near this location, outside of the APE 

and just outside the existing rail line disturbance (Figure 5-9). It is recommended that site 

44AX0028 remains unevaluated for the NRHP. However, within the archaeological APE, the 

canal is entirely destroyed by modern development, and as such any portion of site 44AX0028 

within the APE does not contribute to the site’s overall eligibility. DHR concurred with this 

recommendation in a letter dated October 11, 2016. 

 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-10 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-8: SITE 44AX0028 APPROACHING DC2RVA CORRIDOR (RAIL TO LEFT IS A SPUR, 

MAIN DC2RVA CORRIDOR IS IN BACKGROUND), LOOKING WEST 

 

FIGURE 5-9: LEFT, PRESERVED SECTION OF ALEXANDRIA CANAL (44AX0028), LOOKING 

SOUTHEAST. RIGHT, DETAIL OF PRESERVED SECTION OF ALEXANDRIA CANAL, LOOKING 

SOUTHEAST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-11 Phase IB Archaeological Survey, ROAF to BBHW 

5.2.3 Previously Recorded Site 44AX0207 (000-9800-0045) 

Site 44AX0207 (000-9800-0045) is the site of a possible Franco-American, Revolutionary War, 

wagon train camp. In 2008 a map survey was undertaken to identify and record all camp sites 

along the routes taken by all armies to and from the Siege of Yorktown. All possible sites were 

recorded “independent of their integrity, precisely known location or the extent of historical 

background information” (Selig 2009). As such, this site is recorded as a large, almost 4,000 x 

3,000-foot (1219.2 x 914.4-m) rectangle, the northeast corner of which intersects the APE corner 

near Ronald Reagan Washington National Airport (see Figure 5-6 and Figure 5-10). This site has 

not been archaeologically verified, and within the DC2RVA corridor there does not seem to be 

potential for elements of the site to be preserved intact, given the extensively graded, paved, and 

otherwise disturbed nature of the APE within the site. It is recommended that site 44AX0207 

remains unevaluated for the NRHP. However, within the archaeological APE, there was no 

evidence for intact portions of the site that have not been extensively compromised by 

development, and as such any portion of site 44AX0207 within the APE does not contribute to 

the site’s overall eligibility. DHR concurred with this recommendation in a letter dated October 

11, 2016. 

FIGURE 5-10: SITE 44AX0207 WITHIN THE APE, LOOKING SOUTH 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-12 Phase IB Archaeological Survey, ROAF to BBHW 

5.3 ALEXANDRIA TO FRANCONIA (AFFR/02) 

The AFFR segment of the DC2RVA corridor is located within Fairfax County and the City of 

Alexandria. The archaeological APE for the AFFR segment extends a length of approximately 4.8 

miles (7.7 km) and encompasses 58.1 acres (23.5 ha) (Figure 5-11). This segment’s north end is in 

the City of Alexandria at the WMATA Alexandria Rail Yard. From there it runs to the west before 

turning south and continuing to its south end, approximately 800 feet (243.8 m) south of 

Franconia Road in Springfield. Predictive modeling undertaken prior to field work indicated that 

the entirety of this segment had no potential for intact archaeological sites. As such, AFFR was 

not subdivided into archaeological testing areas as most other segments were. No previously 

identified sites are located within the AFFR portion of the DC2RVA corridor. 

The entirety of the AFFR segment is located within an almost entirely developed and built up 

portion of the City of Alexandria and Fairfax County. The area containing the DC2RVA APE 

within AFFR is dominated by residential, commercial and industrial development, including 

large facilities related to the existing railroad. 

5.4 FRANCONIA TO LORTON (FRLO/03) 

The FRLO segment of the DC2RVA corridor is located entirely in Fairfax County. Extending 

approximately 6.5 miles (10.5 km), the FRLO segment of the APE runs from Franconia, just south 

of Franconia Road, in the north, to Lorton in the south, ending at Lorton Road, south of the 

Lorton Virginia Rail Express (VRE) Station (Figure 5-12). The FRLO archaeological APE 

encompasses 88.6 acres (35.9 ha). Based on the prior predictive modeling, high probability areas 

for intact archaeological deposits cover 7.1 acres (2.9 ha), moderate probability 0.9 acres (0.4 ha), 

and there were no areas identified as having low probability for archaeological sites. 

Approximately 77.4 acres (31.3 ha) were classified as lacking significant probability to contain 

intact archaeological sites. FRLO includes 18 archaeological areas, given alphanumeric 

designations from 3A to 3R. Of these, only two, 3A and 3I required subsurface testing. 

The majority of the FRLO segment was not subjected to subsurface testing due to existing 

disturbances, as is the case throughout most of the DC2RVA corridor. These disturbances mainly 

consist of the grading and embankments required by the existing railroad, but disturbances 

resulting from the substantial urban development of the Franconia/Lorton area were also 

present. Every area within FRLO, including the two that were subjected to subsurface testing, 

contained substantial portions of untestable acreage because of grading either up to, or down to 

the existing rail bed. Additionally, Areas 3C, 3F, 3O and 3R contain buried petroleum and/or 

fiber optic transmission lines, and 3H and 3J contained substantial amounts of standing water 

within the corridor (Figures 5-13, 5-14, and 5-15). Area 3G was not tested as it was prohibitively 

narrow at a maximum width of 2.2 feet (0.7 m) and thus did not meet survey criteria. 


RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-15 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-13: DISTURBED AREAS IN FRLO SEGMENT: AREA 3B ARTIFICIAL EMBANKMENT, 

LOOKING SOUTH; AREA 3C GRAVEL ROAD, LOOKING SOUTH; AREA 3D DITCH AND BERM, 

LOOKING SOUTH; AREA 3E ARTIFICIAL EMBANKMENT, LOOKING NORTH; AREA 3F BURIED 

UTILITIES AND ARTIFICIAL BERM, LOOKING EAST; AND AREA 3H WATER-FILLED DITCH 

AND BURIED UTILITIES, LOOKING SOUTHWEST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-16 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-14: DISTURBED AREAS IN FRLO SEGMENT: AREA 3I ARTIFICIAL BERM AND 

BURIED UTILITIES, LOOKING NORTHWEST; AREA 3I GRADED AREA CONTAINING WATER 

MAIN, LOOKING NORTH; AREA 3J INUNDATION AND ARTIFICIAL BERM, LOOKING 

SOUTHWEST; AND AREA 3L ARTIFICIAL BERM AND BURIED FIBER OPTIC MARKER, 

LOOKING NORTHEAST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-17 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-15: DISTURBED AREAS IN FRLO SEGMENT: AREA 3M ARTIFICIAL BERM, LOOKING 

WEST; AREA 3N ARTIFICIAL EMBANKMENT, LOOKING SOUTHEAST; AREA 3O GRADING AND 

BURIED UTILITIES, LOOKING SOUTHEAST; AREA 3P ARTFICIAL EMBANKMENT, LOOKING 

SOUTHEAST; AREA 3Q ARTIFICIAL BERM, LOOKING SOUTHWEST; AND AREA 3R ARTIFICIAL 

BERM AND BURIED PETROLEUM PIPELINE MARKER, LOOKING NORTH 

Of the 18 areas making up the FRLO segment only two of them, areas 3A and 3I, contained 

undisturbed areas large enough for subsurface testing. The FRLO segment is set in a heavily 

developed part of the metropolitan Washington, D.C. suburbs of Northern Virginia. Although 

the corridor itself travels largely through wooded areas, these locations are seldom far from 

substantial suburban residential developments, light industrial areas, office parks, and other 

developed areas (Figure 5-16). The overall topographic profile of the area surrounding the 

corridor is hilly, which requires substantial grading contributing to the disturbance discussed 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-18 Phase IB Archaeological Survey, ROAF to BBHW 

above. A number of archaeological areas within FRLO are crossed by or adjacent to streams, 

including Accotink and Pohick creeks (Figure 5-17). 

FIGURE 5-16: TYPICAL ENVIRONMENTAL SETTING IN FRLO SEGMENT, LOOKING SOUTH 

FIGURE 5-17: RAILROAD BRIDGE OVER ACCOTINK CREEK IN NORTHEASTERN END OF AREA 

3L, LOOKING NORTH 

Four shovel tests were excavated in the FRLO segment. No portion of the segment was wide 

enough to require more than a single transect of STPs, which was placed following the contours 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-19 Phase IB Archaeological Survey, ROAF to BBHW 

of the corridor. The average STP depth in this area was 1.0 feet (30 cm) with a maximum depth of 

1.3 feet (39.6 cm). A horizon depths ranged from 0.2 feet (6.1 cm) to 0.6 feet (18.3 cm) with an 

average depth of 0.4 feet (12.2 cm). Stratigraphy varied between the areas, but both contained 

soils that showed evidence of disturbance. No artifacts were recovered from the APE, and no sites 

were identified. 

5.4.1 Archaeological Area 3A 

Area 3A is located on the west side of the existing rail, near the northern end of the FRLO segment, 

in a wooded area lying between a residential subdivision and the existing rail. Predictive 

modeling indicated this is primarily a high probability area for intact archaeological deposits, 

with a small portion of moderate probability at its northern end. Area 3A measures 754 feet 

(229.80 m) in length, and it is generally steeply sloped, with a drainage in the central portion of 

the area, between two hills . The flat areas on either side of this drainage were the only parts of 

Area 3A subjected to subsurface testing (Figure 5-18). Two STPs were excavated along a single 

transect, and both contained disturbed soils (Figure 5-19, Figure 5-20). No artifacts were found, 

and no sites were discovered. 

FIGURE 5-18: CREW MEMBER SCREENING IN SMALL TESTABLE PORTION OF AREA 3A, 

LOOKING NORTH. NOTE SUBSTANTIAL SLOPE TO NORTH 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-21 Phase IB Archaeological Survey, ROAF to BBHW 

1.5'

1.0'

0.5'

0 Munsell:

Unexcavated

I

II

= Brown (10YR 4/3) silt

= Brown (10YR 4/3) silty loam 

 mottled with clumps of 

 various clays and high 

 percentage of gravel

I

II

FIGURE 5-20: REPRESENTATIVE SOIL PROFILE FROM AREA 3A, STP 3A-1 

5.4.2 Archaeological Area 3I 

Area 3I is located on the south side of the existing rail, beginning just West of Route 286 and 

extending 4,760 feet (1,450.8 m) to the southwest. Predictive modeling indicated this as a high 

probability area for archaeological deposits. The first two thirds of Area 3I lie in a thin wooded 

strip behind the parking area of a large office park. The remainder lies in a wooded area 

approaching Accotink Creek, and containing a pond that drains into Accotink creek. This wooded 

area was entirely untestable as the width of the APE was entirely within the grade extending up 

to the existing railroad, but a small portion of the strip behind the office park was testable, 

although even there the soils were disturbed (Figure 5-21 through Figure 5-23). Two STPs were 

excavated on a single transect (Figure 5-24). No artifacts were found and no sites were discovered. 

0.9'

0.6'

0.3

0 Munsell:

Unexcavated

I

II

= Olive brown (2.5Y 4/3) sandy loam

= Black (10YR 2/1) sandy loam

 

I

II

III

III = Pale brown (10YR 6/3) silty clay

FIGURE 5-21: REPRESENTATIVE SOIL PROFILE FROM AREA 3I, 3I-1 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-22 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-22: POND AND STEEP GRADE OCCUPYING CORRIDOR IN SOUTHERN PART OF 3I, 

LOOKING WEST 

FIGURE 5-23: PORTION OF AREA 3I SUBJECTED TO STP SURVEY, LOOKING NORTH. 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-24 Phase IB Archaeological Survey, ROAF to BBHW 

5.4.3 Previously Recorded Site 44FX0453 

Site 44FX0453, a small domestic site, likely dating from after 1915, was identified by Fairfax 

County Archaeologist Mike Johnson in 1980 and resurveyed in 1988 (see Figure 5-26). DHR site 

files indicate the site is unevaluated in regards to its NRHP eligibility. At the time a standing 

farmhouse and surface scatter were observed. The majority of the site now contains a modern 

building and a parking lot, and the edge of the site that overlaps the APE contains a gravel road 

and buried utilities (Figure 5-27). It is unlikely that any portion of the site remains intact after the 

construction of the building and lot. The small portion (approximately 6 feet [1.8 m]) of the site 

that extends into the APE is also likely to be disturbed as it contains a buried petroleum pipeline 

and facilities, and a gravel road. It is recommended that site 44FX0453 remains unevaluated for 

the NRHP. However, within the archaeological APE, the portion of site 44FX0453 has been 

extensively compromised by buried utilities and gravel road, and as such any portion of the 

site within the APE does not contribute to the site’s overall eligibility. DHR concurred with 

this recommendation in a letter dated October 11, 2016. 

5.4.4 Previously Recorded Sites 44FX0561 and 44FX0562 

Sites 44FX0561 and 44FX0562, a pair of small prehistoric lithic scatters separated only by a small 

drainage, were identified by Fairfax County Archaeologist Mike Johnson in 1982 (Figure 5-25). 

Both sites have not been evaluated for listing on the NRHP. These sites lie immediately adjacent 

to, and very slightly overlapping Area 3C (Figure 5-26). At the point where these sites abut and 

overlap the APE, the entire APE width is occupied by a level-graded, gravel covered road that 

also contains a buried petroleum pipeline. The substantial majority of both of these sites lies 

outside of the archaeological APE. The subsurface integrity of any portion of these sites 

overlapping the APE has been severely compromised by the installation of the petroleum pipeline 

and the grading of the road paralleling the railroad. It is recommended that sites 44FX0561 and 

44FX0562 remain unevaluated for the NRHP. However, the portions of sites 44FX0561 and 

44FX0562 within the APE do not contribute to their respective overall site eligibility. DHR 

concurred with this recommendation in a letter dated October 11, 2016.

FIGURE 5-25: LEFT, PROJECT CORRIDOR IMMEDIATELY ADJACENT TO SITE 44FX0562, 

LOOKING SOUTH; AND AREA 3C CORRIDOR ADJACENT TO SITES 44FX0561 AND 44FX0562, 

LOOKING SOUTH 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-26 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-27: OVERVIEW OF SITE 44FX0453, LOOKING EAST 

5.5 LORTON TO POWELLS CREEK (LOPC/04) 

The LOPC segment of the DC2RVA corridor is in the Lorton area of Fairfax County to the north 

of the Occoquan River, and in the Woodbridge area of Prince William County to the south of the 

Occoquan. The northern end of LOPC segment is at Lorton Road and the southern end is at 

Potomac Shores Golf Club on the southern bank of Powells Creek (Figure 5-28). The segment 

covers a total distance of approximately 9 miles (14.5 km). The LOPC archaeological APE 

encompasses 111.1 acres (44.9 ha). Based on the prior predictive modeling, high probability areas 

cover 8.6 acres (3.5 ha), moderate probability 0.1 acres (0.04 ha), and there were no identified low 

probability areas. Approximately, 102.4 acres (41.4 ha) were classified as having no measurable 

potential for intact archaeological sites. 

The setting of the LOPC segment is varied; however, the majority of the areas within the LOPC 

segment consist of rolling terrain containing young deciduous forest with some stands of pine 

and varying degrees of grasses and brambles (Figure 5-29). The LOPC segment consists of 14 

archaeological areas, lettered 4A through 4N, as identified from predictive modeling. Of these, 

only archaeological areas 4A and 4F required subsurface testing. A number of the archaeological 

areas are crossed by or adjacent to streams, including the Occoquan River and Marumsco, Farm, 

and Neabsco Creeks (Figures 5-30). 

Like much of the DC2RVA project corridor as a whole, substantial portions of LOPC segment 

were untestable due to existing disturbances. These disturbances mainly consisted of the grading 

and embankments required by the existing railroad. Other disturbances included substantial 

buried fiber optic and petroleum utility transmission lines and artificial ditches. Of the 14 

archaeological areas making up the LOPC, only two of them contained testable, undisturbed 

portions large enough for subsurface testing to be practical. Area 4A contained a small location 

in the north center and Area 4F had a small flat location in the south where STPs were excavated. 

Even so, the APE in most of these two areas fell on the side slope of existing railroad grade or on 

adjacent buried utilities and was not tested (Figure 5-31). 

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D.C. to Richmond Southeast High Speed Rail 5-28 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-29: REPRESENTATIVE VIEW OF THE LOPC SEGMENT APE SETTING, LOOKING 

NORTHEAST 

FIGURE 5-30: LEFT, MARUMSCO CREEK CROSSING THE APE, LOOKING NORTH; AND RIGHT, 

OCCOQUAN RIVER CROSSING THE APE, LOOKING SOUTH 

Among the other 12 archaeological areas, disturbances precluded subsurface testing (Figures 5-

32 through 5-34). The APE in Areas 4C, 4G, 4L, 4M, and 4N was located completely on the side 

slope of the existing railroad grade. In Areas 4B, 4D, 4E, 4J, and 4K, the APE fell on the side slope 

of existing railroad grade or on adjacent buried utilities. The Area 4I corridor was entirely in a 

ditch between the existing railroad grade and an industrial park just south of Featherstone Drive 

in Woodbridge, VA. Area 4H was initially identified for archaeological survey; however, upon 

field inspection the area was found to be less than 5 feet (1.5 m) in width and therefore too narrow 

to meet the testing threshold described in the methods section of this report. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-29 Phase IB Archaeological Survey, ROAF to BBHW 

A total of seven shovel tests was excavated in the LOPC segment. Stratigraphy varied greatly 

across this area, as would be expected from such a small testable sample over such a large 

geographic area. No two STPs were alike, no artifacts were recovered from the LOPC segment, 

and no sites were identified. 

FIGURE 5-31: LEFT, DISTURBED PORTION OF AREA 4A, LOOKING SOUTH; AND RIGHT, 

DISTURBED PORTION OF AREA 4F, LOOKING NORTHWEST 

FIGURE 5-32: AREA 4I DITCH ADJACENT TO THE EXISTING RAILROAD GRADE, 

LOOKING EAST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-30 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-33: STEEPLY SLOPING SIDE OF THE EXISTING RAILROAD GRADE IN THE LOPC 

APE: AREA 4C, LOOKING WEST; AREA 4G, LOOKING SOUTH; AREA 4L, LOOKING 

SOUTHWEST; AREA 4M, LOOKING EAST; AND AREA 4N, LOOKING NORTHWEST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-31 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-34: BURIED UTILITIES PRESENT IN THE LOPC APE: AREA 4B, LOOKING 

NORTHWEST; AREA 4D, LOOKING NORTHWEST; AREA 4E, LOOKING SOUTH; AREA 4J SIDE, 

LOOKING SOUTH; AND AREA 4K, LOOKING NORTH. 

5.5.1 Archaeological Area 4A 

Area 4A is located on the west side of the existing railroad grade, with the south central portion 

across from Areas 4B and 4C. Predictive modeling indicated this as a predominantly high 

probability area for archaeological deposits with a very small medium probability location in the 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-32 Phase IB Archaeological Survey, ROAF to BBHW 

center. Area 4A measures 6,646.94 feet (2025.99 m) in length. A forested area, 4A is located south 

of Gunston Cove Road and north of U.S. Route 1 (Richmond Highway). Almost all of Area 4A 

falls on the steep artificial slope up to the existing railroad grade and is untestable. A small 

location in the north-central portion of the area was testable (Figure 5-35). Five STPs were 

excavated along a single transect (Figure 5-36). No artifacts were found and no sites were 

discovered. 

The average STP depth in Area 4A was 1.3 feet (39.6 cm) with a maximum depth of 1.8 feet (54.9 

cm). A horizon depths ranged from 0.1 feet (3.0 cm) to 1.0 feet (30.5 cm) with an average depth of 

0.4 feet (12.2 cm). While the stratigraphy in each STP was different, all five exhibited evidence of 

disturbance. A representative profile has a brown (10YR 4/3) sandy loam organic A horizon, over 

yellowish brown (10YR 5/4) sandy loam containing pockets of brownish yellow (10YR 6/8) 

sandy clay, covering gray (10YR 6/1) loamy sand mottled with brownish yellow (10YR 6/8) 

sandy clay (Figure 5-37). 

FIGURE 5-35: TESTABLE PORTION OF AREA 4A, LOOKING SOUTH 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-34 Phase IB Archaeological Survey, ROAF to BBHW 

0

0.6'

1.2'

1.8'

Munsell:

Unexcavated

I

II

= Brown (10YR 4/3) sandy loam

= Yellowish brown (10YR 5/4) sandy loam 

 with pockets of 

 brownish yellow (10YR 6/8) sandy clay

I

II

III = Gray (10YR 6/1) loamy sand mottled with 

 brownish yellow (10YR 6/8) sandy clay

 

III

FIGURE 5-37: REPRESENTATIVE SOIL PROFILE FROM AREA 4A, STP 4A-3 

5.5.2 Archaeological Area 4F 

Area 4F is located on the east side of the existing railroad grade, across from Area 4G. Predictive 

modeling indicated this as a high probability area for archaeological deposits. Area 4F measures 

1,347.52 feet (410.72 m) in length. A forested area, 4F is located just north of Veterans Memorial 

Park in Woodbridge, Virginia. Almost all of Area 4F falls on the steep artificial slope up to the 

existing railroad grade and is untestable. A small location in the southern portion of the area was 

testable (Figure 5-38). Two STPs were excavated along a single transect (Figure 5-39). No artifacts 

were found and no sites were discovered. 

FIGURE 5-38: TESTABLE PORTION OF AREA 4F, LOOKING NORTH 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-36 Phase IB Archaeological Survey, ROAF to BBHW 

The average STP depth in Area 4F was 1.25 feet (38.1 cm) with a maximum depth of 1.3 feet (39.6 

cm). A-horizon depths ranged from 0.4 feet (12.2 cm) to 0.8 feet (24.4 cm) with an average depth 

of 0.6 feet (18.3 cm). A representative profile has a dark grayish brown (10YR 4/2) silty loam 

organic A horizon, over black (10YR 2/1) silty loam, covering pale brown (10YR 6/1) sand and 

degrading sandstone (Figure 5-40). 

0

0.6'

1.2'

1.8'

Munsell:

Unexcavated

I

II

= Dark grayish brown (10YR 4/2) 

 sandy loam

= Black (10YR 2/1) silty loam 

 

I

II

III = Pale brown (10YR 6/3) sand

 with degrading sandstone III

FIGURE 5-40: REPRESENTATIVE SOIL PROFILE FROM AREA 4F, STP 4F-2 

5.5.3 Previously Recorded Site 44FX2455 

Site 44FX2455 was recorded as a multi-component site based on information provided by an 

informant, property owner Frederick C. Craig, Jr and is located in Area 4E of the LOPC segment 

(Figure 5-41). The prehistoric component, described as a camp, dates to all periods, from 

Paleoindian through Late Woodland. The historic component, a possible single dwelling, dates 

to the first half of the twentieth century. The DHR site form does not provide the date when the 

site was recorded but does indicate that it is not evaluated for the NRHP. The portion of site 

44FX2455 within the LOPC archaeological APE was found to be significantly disturbed by 

grading associated with the railroad and adjacent buried utilities (Figure 5-42). As such, it is

recommended that the site as a whole remain unevaluated for the NRHP, but that portion of 

site 44FX2455 within the corridor lacks subsurface integrity and therefore does not contribute 

the site’s overall NRHP eligibility. DHR concurred with this recommendation in a letter dated 

October 11, 2016. 

5.5.4 Previously Recorded Site 44FX2542 

Site 44FX2542 is known as King’s House Hill and was recorded as a multi-component site in 2001 

by Coastal Carolina Research, Inc. (CCR) (Cooke et al. 2001). It is located on the west side of the 

existing railroad grade in the APE of the LOPC segment, across from Area 4E (see Figure 5-41 

and Figure 5-43). The prehistoric component dates to all periods, from Paleoindian through Late 

Woodland. However, King’s House Hill is thought to be the location of Tauxenent, the political 

center of the Dogue (Moyumpse) mentioned by John Smith in 1612. The historic 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-38 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-42: SITE 44FX2455 IN AREA 4E, LOOKING WEST 

FIGURE 5-43: PORTION OF SITE 44FX2542 IN THE LOPC CORRIDOR, 

 LOOKING EAST-NORTHEAST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-39 Phase IB Archaeological Survey, ROAF to BBHW 

component dates to the eighteenth century. CCR recommended the site potentially eligible for 

NRHP listing under Criterion D and DHR concurred. Site 44FX2542 was revisited during field 

investigations, and the landform known as King’s House Hill was located. However, the portion 

of King’s House Hill in the APE has been truncated by grading associated with construction of 

the existing railroad grade, destroying any portion of 44FX2542 within the APE. As such, it is

recommended that the portion of site 44FX2542 within the corridor lacks subsurface integrity 

and therefore does not contribute to the site’s NRHP eligibility. DHR concurred with this 

recommendation in a letter dated October 11, 2016. 

5.5.5 Previously Recorded Site 44PW1843 (000-9800-0079) 

Site 44PW1843 (000-9800-0079) was recorded as French Revolutionary War Wagon Train Camp 

Number 3 at Marumsco Creek in conjunction with the previously outlined study by Robert A. 

Selig, of W3R Consultants in 2009. It is located on the west side of the existing railroad grade in 

the LOPC segment APE, approximately 1,000 feet (304.8 m) north of Area 4G (Figure 5-44 and 

Figure 5-45). The camp was one of many identified through historic research into the land routes 

taken by Continental, French, and British troops on their way to and from the siege of Yorktown 

that were recorded as archaeological sites (Selig 2009). The camp location is an estimate based on 

the historic research and the camp was given arbitrary site dimensions. Site 44PW1843 has not 

been archaeologically verified and has not been evaluated by DHR. The arbitrary site boundaries 

intersect the LOPC segment APE and the portion of the site purported to be within the APE was 

situated in the existing railroad ballast and adjacent slope, likely obscuring any subsurface 

integrity in the location. Additionally, residential development borders the APE to the west. As 

such, it is recommended that the portion of site 44PW1843 (000-9800-0079) within the APE does 

not contribute to the site’s overall eligibility. 

FIGURE 5-44: SITE 44PW1843 WITHIN THE APE OF THE LOPC SEGMENT, LOOKING EAST 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-41 Phase IB Archaeological Survey, ROAF to BBHW 

5.6 ARKENDALE TO DAHLGREN JUNCTION (ARDJ/06) 

The ARDJ segment of the DC2RVA corridor is entirely in Stafford County, running from near 

Arkendale in the North, just north of Aquia creek, to Brookfield in the South, just north of the 

existing Railroad’s crossing with Route 218 (Figure 5-46). The ARDJ segment APE covers a total 

distance of approximately 12 miles (19.3 km) and encompasses 147.4 acres (59.7 ha). Based on the 

prior predictive modeling, high probability areas cover 4.7 acres (1.9 ha), moderate probability 

4.6 acres (1.9 ha), and low probability areas cover 0.6 acres (0.2 ha). Approximately, 137.5 acres 

(55.7 ha) were classified as having no probable potential for intact archaeological sites. The ARDJ 

segment was divided into 17 archaeological areas, given alphanumeric designations 6A through 

6Q. Of these, only four, 6J, 6L, 6M and 6N, required subsurface testing. 

Like much of the DC2RVA project corridor as a whole, substantial portions of the ARDJ segment 

are untestable due to existing disturbances, mainly consisting of the grading and embankments 

required by the existing railroad, but other localized disturbances were encountered as well. 

Areas 6B, 6C, 6E, 6I, 6K, 6Q and most of 6J, and 6L were located almost entirely within the widths 

of gravel access roads paralleling the existing rail, or the ditches paralleling those roads, and those 

portions of the APE not lying within these roads lie in the artificial grade between the rail and the 

access roads (Figure 5-47 and Figure 5-48). Area 6D lies atop an artificial berm and also contains 

a buried fiber optic line (Figure 5-49). Areas 6A, 6F, 6G and 6H, and the untestable portions of 6M 

and 6N were located entirely within the embankment between the higher surrounding natural 

surfaces and the lower lying railroad bed, or within the berm grading upwards to the rail bed 

from lower areas (Figure 5-50). Area 6O was not tested as it was prohibitively narrow at a 

maximum width of 4.5 feet (1.4 m) and thus did not meet survey criteria. 

Of the 17 areas making up the ARDJ segment, only 4 of them contained testable, undisturbed 

areas large enough for subsurface testing to be practicable. The general setting of the ARDJ 

segment is varied. The majority of the APE consists of rolling terrain containing mixed woods 

either within the corridor or in the immediate vicinity thereof where the corridor has been cleared 

(Figure 5-51). A number of areas within segment six are crossed by or adjacent to streams, notably 

Aquia and Accokeek Creeks. 

The four areas within the ARDJ segment that required testing were designated as 6J, 6L, 6M, and 

6N. All four are located in the general vicinity of the Leeland VRE station. In this location the 

rural environs to the northeast are rapidly transitioning into the denser suburbs of the 

Fredericksburg area, but the tested portions within these segments lie mainly in relatively large 

wooded areas, although 6N runs through the backyards of a suburban development, and portions 

of 6M lie just behind another development. Notably, Claiborne Run, which drains into the 

Rappahannock, crosses the existing rail line between areas 6M and 6N. 

A total of 17 shovel tests was excavated in the ARDJ segment. No portion of the segment was 

wide enough to require more than a single transect of STPs, which were placed following the 

contours of the corridor. The average STP depth in this area was 1.4 feet (42.6 cm) with a 

maximum depth of 2.0 feet (61.0 cm). A horizon depths ranged from 0.1 feet (3.0 cm) to 0.9 feet 

(27.4 cm) with an average depth of 0.3 feet (9.1 cm). Stratigraphy varied greatly across APE, as 

might be expected from such a small testable sample over such a large geographic area. No 

artifacts were recovered from the APE in the ARDJ segment and no new sites were identified. 

However, previously recorded site 44ST0296 was revisited during the survey. 

FIGURE 5-46: APE OF ARDJ SEGMENT 

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D.C. to Richmond Southeast High Speed Rail 5-43 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-47: DISTURBANCE IN THE ARDJ APE: AREA 6B ACCESS ROAD AND EMBANKMENT, 

LOOKING SOUTH; AREA 6C GRADING AND BURIED UTILITIES, LOOKING SOUTH; AREA 6E 

ACCESS ROAD AND ARTFICIAL BERM, LOOKING EAST; AREA 6I ARTIFICIAL GRADE AND 

DITCH, LOOKING WEST; AND AREA 6K ACCESS ROAD, LOOKING EAST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-44 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-48: DISTURBANCE IN THE ARDJ APE: AREA 6J DITCH OCCUPYING APE, LOOKING 

WEST; AREA 6L ACCESS ROAD, LOOKING EAST; AND AREA 6Q PETROLEUM PIPELINE 

MARKER, LOOKING NORTH 

FIGURE 5-49: BURIED UTILITIES IN AREA 6D, LOOKING WEST 
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D.C. to Richmond Southeast High Speed Rail 5-45 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-50: DISTURBANCE IN THE ARDJ APE: AREA 6A, LOOKING SOUTH; AREA 6F, 

LOOKING SOUTHWEST; AREA 6G, LOOKING NORTHEAST; AND AREA 6H, LOOKING EAST 

FIGURE 5-51: TYPICAL ENVIRONMENTAL SETTING IN ARDJ SEGMENT, LOOKING WEST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-46 Phase IB Archaeological Survey, ROAF to BBHW 

5.6.1 Archaeological Area 6J 

Area 6J is an east-west oriented area on the northern side of the existing rail line, south of Leeland 

Road and approximately 0.5 miles (0.8 km) east of the Leeland VRE Station. Predictive modeling 

indicated this area is roughly evenly divided between high and low probability. Area 6J is 800 

feet (243.8 m) long. The majority of this area is untestable as most of the corridor width falls either 

in the grade leading to the existing rail, or in a graded strip containing buried fiber optic cable 

(Figure 5-52). There is a small drainage leading to a pond near the center of the corridor. However, 

a few small portions of the corridor were sufficiently undisturbed as to attempt STP excavation. 

A typical STP profile within Area 6J consisted of dark brown (10YR 3/3) silty loam mottled with 

brownish yellow (10YR 6/6) silty loam topsoil overlying brown (10YR 5/3) silty loam, which 

capped a brownish yellow (10YR 6/6) silty clay loam subsoil (Figure 5-53). Four STPs were 

excavated along a single transect (Figure 5-54 and Figure 5-55). No artifacts were found and no 

sites were identified in 6J. 

FIGURE 5-52: LEFT, AREA 6J GRADE AND BURIED UTILITIES, LOOKING WEST; AND RIGHT, 

DETAIL OF ERODED SECTION OF UTILITY CORRIDOR 

1.5'

1.0'

0.5'

0

Munsell:

Unexcavated

I

II

= Dark brown (10YR 3/3) mottled with

 brownish yellow (10YR 6/6) silty loam

= Brown (10YR 5/3) silty loam

I

II

III

III = Brownish yellow (10YR 6/6) silty clay loam

FIGURE 5-53: REPRESENTATIVE SOIL PROFILE FROM AREA 6J, STP 6J-3 

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D.C. to Richmond Southeast High Speed Rail 5-48 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-55: SMALL TESTABLE PORTION OF AREA 6J, LOOKING SOUTHWEST 

5.6.2 Archaeological Area 6L 

Area 6L, located on the north side of the existing rail as it passes the Leeland VRE station, begins 

just 600 feet (182.9 m) west of the end of Area 6J. From there Area 6L continues to the west, passing 

under Leeland Road and across from the VRE station while curving towards the southwest, and 

extending across 4,100 feet (1,249.7 m), ending just east of Primmer House Road. The predictive 

model indicated that this area was split between high and moderate probability for archaeological 

sites, with a slight predominance of high probability. The area is mainly dominated by relatively 

young pine woods, with dense undergrowth of brambles, vines and deciduous saplings. The bulk 

of Area 6L lies in the grade running from the natural surface to the lower lying railroad bed 

(Figure 5-56). Small areas where the natural ungraded surfaces and the existing rail are closer in 

elevation provided level enough surfaces to make subsurface testing practicable (Figure 5-57 and 

Figure 5-58). A typical STP profile within area 6L showed substantial evidence of disturbance 

consisting of brown (7.5YR 4/3) sandy loam, overlying a slightly lighter brown (7.5YR 5/4) 

sandy loam mottled with strong brown (10YR 5/6 ) clay and dark brown (10YR 3/2) sandy loam, 

under which was strong brown (7.5YR 5/6) sandy clay subsoil (Figure 5-59). Eight STPs were 

excavated along a single transect. No artifacts were found and no sites were discovered. 
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D.C. to Richmond Southeast High Speed Rail 5-49 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-56:VIEW OF AREA 6L FROM LEELAND ROAD, LOOKING EAST 

FIGURE 5-57: SMALL TESTABLE LOCATION IN AREA 6L, LOOKING EAST 

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D.C. to Richmond Southeast High Speed Rail 5-51 Phase IB Archaeological Survey, ROAF to BBHW 

2.4'

1.6'

0.8'

0

Munsell:

Unexcavated

I

II

= Brown (7.5YR 4/3) sandy loam

= Brown (7.5YR 5/4) sandy loam 

 mottled with strong brown 

 (10YR 5/6) clay and dark 

 brown (10YR 3/2) sandy loam

I

II

III III = Strong brown (7.5YR 5/6) sandy clay

FIGURE 5-59: REPRESENTATIVE SOIL PROFILE FROM AREA 6L, STP 6L-1 

5.6.3 Archaeological Area 6M 

Area 6M is located on the northwest side of the existing rail, just southwest of Primmer House 

Road. Paralleling the curve of the existing rail and extending across a length of 2,150 feet (655.3 

m). Predictive modeling indicated that Area 6M contained primarily moderate probability for 

archaeological sites, but it does contain a small section of high probability. Lying in a wooded 

location between a residential subdivision and the existing railroad line, most of Area 6M is 

untestable as a result of various disturbances, primarily because the width of the corridor through 

most of the area lies entirely within the steep embankment leading down from the surrounding 

area to the lower existing rail (Figure 5-60). A small area was tested where this embankment is 

narrow enough to leave some testable width inside the corridor but outside the embankment 

(Figure 5-61 and Figure 5-62). The STPs in this area all showed disturbance. A typical STP profile 

contained olive brown (10YR 4/3) sandy loam which overlay light yellowish brown (10YR 4/3) 

sandy loam with large pockets of the black (10YR 2/1) gritty deposits that were often observed 

within the project corridor and appeared to be the result of railroad activity of some kind (Figure 

5-63). Three STPs were excavated along a single transect. No artifacts were found and no sites 

were identified in Area 6M. 

5.6.4 Archaeological Area 6N 

Area 6N is located on the west side of the existing rail, running north to south across a length of 

575 feet (175.3 m). The southern end of Area 6N is located approximately 1,900 feet (579.1 m) 

north of Harrell Road. This area lies between a residential subdivision and the existing rail, and 

parts of this area lie in the manicured backyards of houses (Figure 5-64). Buried utilities and 

grading adjacent to the existing rail make most of this area untestable. A small area was tested, 

but even in that area the STPs showed that the soils were clearly disturbed, either from grading 

for the subdivision, the railroad, or both (Figure 5-65 and Figure 5-66). A single STP was 

excavated along a single transect (Figure 5-67). No artifacts were found and no sites were 

discovered. 
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FIGURE 5-60: EMBANKMENT CONTAINING CORRIDOR WIDTH IN LARGE PART OF AREA 6M, 

LOOKING SOUTHEAST 

FIGURE 5-61: TESTED AREA IN 6M, LOOKING NORTH 

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1.2'

0.8'

0.4'

0

Munsell:

Unexcavated

I

II

= Olive brown (10YR 4/3) sandy loam

= Light yellowish brown (10YR 6/4) with 

 large pockets of black (10YR 2/1) sandy 

 loam

I

II

FIGURE 5-63: REPRESENTATIVE SOIL PROFILE FROM AREA 6M, STP 6M-1 

FIGURE 5-64: TESTED PORTION OF AREA 6N, LOOKING SOUTH 
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D.C. to Richmond Southeast High Speed Rail 5-55 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-65: DETAIL OF STP 6N1 IN AREA 6N 

1.8'

1.2'

0.6'

0 Munsell:

Unexcavated

I

II

= Brownish yellow (10YR 6/6) sandy loam

= Brown (10YR 4/3) mottled with black

 (10YR 2/1) sandy loam with 40% gravel

I

II

III

III =Brownish yellow (10YR 6/6) loamy sand

FIGURE 5-66: REPRESENTATIVE SOIL PROFILE FROM AREA 6N, STP 6N-1 

 

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D.C. to Richmond Southeast High Speed Rail 5-57 Phase IB Archaeological Survey, ROAF to BBHW 

5.6.5 Previously Recorded Site 44ST0296 

Sites 44ST0296 is a Civil War camp, identified by a DHR informant in 2008 and is currently 

unevaluated for listing on the NRHP. As mapped, this site lies primarily in the woods to the 

southeast of Area 6G, but the site boundaries do include a section that intersects with the APE. 

within the APE the existence of a gravel road and a steep embankment, both of which are graded 

well below the surrounding woods, indicate that any portion of the camp extending into the 

project area has been destroyed (Figure 5-68). From within the APE looking toward the woods 

where the site is mapped no obvious depressions or other indicators of a camp site are visible, 

indicating that the surface features lie well outside the APE. The substantial majority of this site 

lies outside of the project APE, and appears undisturbed, when viewed from the corridor (Figure 

5-69). However, any portion of this site overlapping the APE has been destroyed by the access 

road and rail line. As such, it is recommended that the site as a whole remain unevaluated for 

the NRHP, but that portion of site 44ST0296 within the APE lacks subsurface integrity and 

therefore does not contribute the site’s overall NRHP eligibility. DHR concurred with this 

recommendation in a letter dated October 11, 2016.

FIGURE 5-68:PROJECT CORRIDOR IMMEDIATELY ADJACENT TO SITE 44ST0296 

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5.7 DAHLGREN JUNCTION TO FREDERICKSBURG (DJFB/07) 

The northern end of the DJFB segment of the DC2RVA corridor begins in Dahlgren Junction at 

Butler Road and the southern end is at the southern limits of Fredericksburg, VA, where the 

existing railroad grade crosses Deep Run. The setting of the DJFB segment is varied, the majority 

of it consists of rolling terrain containing young deciduous forest with some stands of pine (Figure 

5-70). This segment covers a total distance of approximately 3 miles (4.8 km) and the APE 

encompasses 30.5 acres (12.3 ha) (Figure 5-71). Based on predictive modeling, high probability 

areas cover 1.5 acres (0.6 ha), while there were no identified medium or low probability areas. 

The remaining 29 acres (11.7 ha) were classified as having no measurable potential for intact 

archaeological sites. As such, the DJFB segment consists of two archaeological areas, lettered 7A 

and 7B. Neither of the archaeological areas required subsurface testing, no artifacts were 

recovered, nor were no new sites identified; however, the previously recorded site 44SP0187 was 

revisited, the results of which are summarized below. Portions of the DJFB segment APE are 

within the PotNR boundaries of the Fredericksburg I (111-5295) and Fredericksburg II (111-5296) 

Civil War Battlefields; however, since STP survey was not feasible due to disturbance metal 

detector survey was also deemed impractical. 

FIGURE 5-70: REPRESENTATIVE VIEW OF THE DJFB CORRIDOR SETTING, LOOKING SOUTH 

Like much of the DC2RVA project corridor as a whole, all of the DJFB segment was not subjected 

to subsurface testing due to existing disturbances, mainly consisting of the grading and 

embankments required by the existing railroad, but also substantial buried utility transmission 

lines, including fiber optic and petroleum lines, and artificial ditches. The APE in Area 7A was 

located completely on the side slope of the existing railroad grade or a steep cut slope down to 

the existing railroad grade (Figure 5-72). In Area B, the DC2RVA APE fell on the side slope of 

existing railroad grade or on adjacent buried utilities (Figure 5-73). 

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FIGURE 5-72: LEFT, AREA 7A STEEP SIDE SLOPE OF THE EXISTING RAILROAD GRADE, 

LOOKING NORTHWEST; AND RIGHT, AREA 7A STEEP CUT SLOPE DOWN TO THE EXISTING 

RAILROAD GRADE, LOOKING SOUTHWEST 

FIGURE 5-73: AREA 7B ON THE SIDE SLOPE OF THE EXISTING RAILROAD GRADE OR ON 

ADJACENT BURIED UTILITY CORRIDORS, LOOKING NORTHEAST 

5.7.1 Previously Recorded Site 44SP0187 

Previously recorded site 44SP0187 in the DJFB archaeological APE, a nineteenth-century cut stone 

bridge pier on the south bank of the Rappahannock River, was revisited and the vicinity 

photodocumented (Figure 5-74). The site area was not subjected to testing as it was not included 

in the locations the probability model identified for testing. The site was recorded in 1990, is dated 

to the nineteenth century, and has not been evaluated by the DHR. The recorder described site 

44SP0187 as a cut stone pier at the water’s edge on the south bank of the 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-63 Phase IB Archaeological Survey, ROAF to BBHW 

Rappahannock River. The pier consisted of well fit cut granite stone and was observed by boat at 

low tide. However, site 44SP0188, also not evaluated by DHR, was recorded at the same time by 

the same recorder from the same boat as a stone flour mill foundation. This site is located to the 

south of and immediately adjacent to site 44SP0187 with the site form placing it in the railroad 

right-of-way. This mill had been replaced by a series of industrial plants over time and several 

incarnations of the railroad bridge had moved slightly up and down the south bank of the river 

over time. All of this suggests that the remains of several buildings and structures may be present 

in the combined location of sites 44SP0187 and 44SP0188 (Figure 5-75). Although the remains may 

be jumbled together through construction and demolition activities over time, pedestrian survey 

of the location revealed the presence of multiple surface features extant within the APE in the 

vicinity of 44SP0187. As such, Dovetail recommends that site 44SP0187 is potentially eligible 

for the NRHP under Criterion A for its association with the nineteenth-century milling 

industry in the region and under Criterion D for its archaeological potential. A Phase II 

archaeological evaluation should be undertaken to determine the nature and extent of the 

archaeological remains associated with site 44SP0187, if project design plans dictate 

improvements in the vicinity. DHR concurred with this recommendation in a letter dated October 

11, 2016. 

FIGURE 5-75: SITE 44SP0187 AND POSSIBLY SITE 44SP0188, LOOKING NORTHEAST (NOTE 

THE EXISTING RAILROAD BRIDGE OVER THE RAPPAHANNOCK RIVER IN THE UPPER LEFT) 

5.8 FREDERICKSBURG TO HAMILTON (FBHA/08) 

The FBHA segment of the DC2RVA corridor is located in the City of Fredericksburg and 

Spotsylvania County, running from near Howison Road in the North, and continuing into the 

National Park Service’s Fredericksburg and Spotsylvania National Military Park (111-0147), 

ending within that park approximately 0.8 miles (1.3 km) along the existing rail northeast of Mine 

Road (Figure 5-76). The FBHA segment APE covers a total distance of approximately 2.7 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-65 Phase IB Archaeological Survey, ROAF to BBHW 

miles (4.3 km), encompassing 32.1 acres (13.0 ha) with archaeological areas subjected to survey 

extending along 0.5 miles (0.8 km), encompassing 2.5 acres (1.0 ha). Based on the prior predictive 

modeling, high probability areas cover the entirety of those 2.5 acres (1.0 ha), the remaining 29.6 

acres (12.0 ha) were classified as not having measurable potential for intact archaeological sites. 

The FBHA segment was divided into four archaeological areas, given alphanumeric designations 

8A through 8D. Of these, two, 8C and 8D, required subsurface testing. 

Like much of the DC2RVA project corridor as a whole, substantial portions of the FBHA segment 

are untestable due to existing disturbances, but a higher proportion of FBHA was testable than 

in many other areas. Nonetheless, the majority of FBHA was untestable due to disturbance. In 

Area 8A the entire width of the APE was either in the grade running from the lower natural 

surface up to the existing rail, in a dry stream adjacent to that grade, or contained buried utilities 

(Figure 5-77). In Area 8B a graded and graveled access road paralleled the existing tracks and the 

area adjacent to this was dominated by CSX equipment and standing water (Figure 5-78). Area 

8C was the most suitable for subsurface testing, but even here large portions of the APE were 

either in standing water, or in the grade between the rail and the surrounding area(Figure 5-79). 

Low lying Area 8D was mainly within the grade from the natural surface up to the rail, and the 

remainder of the area was either inundated or saturated(Figure 5-80). 

FIGURE 5-77: TYPICAL CORRIDOR SETTING IN AREA 8A, SHOWING DRY STREAM, UTILITY 

CORRIDOR AND ARTIFICIAL GRADE COMBINING TO OCCUPY ENTIRE WIDTH OF APE, 

LOOKING NORTHEAST 
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D.C. to Richmond Southeast High Speed Rail 5-66 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-78: TYPICAL APE SETTING IN AREA 8B, LOOKING WEST 

FIGURE 5-79: METAL RETAINING WALL ABOVE DITCH IN NORTHERN PORTION OF AREA 8C, 

LOOKING NORTH 
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D.C. to Richmond Southeast High Speed Rail 5-67 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-80: TYPICAL CORRIDOR SETTING IN AREA 8D, LOOKING NORTHWEST 

Two of the four areas in the FBHA segment contained testable, undisturbed areas large enough 

for subsurface testing to be practicable. The general setting of the FBHA segment is varied with a 

mixture of woods, farmland, and grassy park-land. Topographic relief within FBHA is gently 

rolling but sufficient to place some of the corridor roughly level with the track while other parts 

are both above and below. 

The two areas within the FBHA segment that were subjected to subsurface testing were 

designated 8C and 8D. Both are within portions of the PotNR boundaries of the Fredericksburg I 

(111-5295) and Fredericksburg II (111-5296) Civil War Battlefields, with Area 8D falling almost 

entirely within the Fredericksburg and Spotsylvania National Military Park (111-0147) (or within 

the CSX right of way through the park). Area 8C is partially within the park and the remainder 

within Slaughter Pen Farm (088-0254), which is under a DHR easement. Permits/permission 

were obtained for archaeological survey both within the NPS and Slaughter Pen Farm properties 

(Appendix D). 

A total of 36 shovel tests was excavated in the FBHA segment, 5 of which were located on NPS 

property.. No portion of the APE was wide enough to require more than a single transect of STPs, 

which were placed following the contours of the corridor. The average STP depth in this area was 

1.0 feet (30.5 cm) with a maximum depth of 1.8 feet (54.9 cm). A horizon depths ranged from 0.1 

feet (3.0 cm) to 1.3 feet (39.6 cm) with an average depth of 0.6 feet (18.3 cm). Stratigraphy varied 

across this APE, as might be expected from such a small testable sample over such a large 

geographic area. Additionally, because all these areas were located either within the 

Fredericksburg and Spotsylvania National Military Park (111-0147), or within the ABPP PotNR 

boundaries a metal detector survey was undertaken wherever STPs were excavated. Where STPs 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-68 Phase IB Archaeological Survey, ROAF to BBHW 

were not practicable metal detector was even less so. No artifacts were recovered from FBHA and 

no sites were identified. 

5.8.1 Archaeological Area 8C 

Area 8C is located on the northern side of the existing rail line, immediately southeast of Shannon 

Airport. Predictive modeling indicated that the entirety of Area 8C had high probability to 

contain archaeological sites. Area 8C is 3,470 feet (1,057.7 m) long. The western two thirds of this 

area lie within the privately owned portion of the Slaughter Pen Farm property (088-0254), the 

remainder lies within NPS property. The tested portion of this area was entirely within the nonfederal portion of the area, as the federal property was within a lower lying and therefore wetter 

area requiring more grading for the existing rail, essentially identical to Area 8D discussed below 

(Figure 5-81). 

FIGURE 5-81: UNTESTABLE EASTERN END OF AREA 8C, LOOKING WEST 

The area containing STPs consisted mainly of a narrow, overgrown strip between farm fields and 

the existing rail line (Figure 5-82). From there it continued through a more wooded section and 

out into an open field, until the area narrowed as it approached Shannon Airport to the point 

where it no longer lay outside of grading for the existing railroad (Figure 5-83). Thirty-five STPs 

were excavated along a single transect. There was some variance in STP profiles across Area 8C, 

but the majority of STPs showed evidence that although they are currently located just outside of 

the active farm fields, they have nonetheless been subjected to significant plowing in the past. A 

typical profile consisted of dark brown (10YR 4/3) silty loam plowzone lying on top of pale 

brown (10YR 6/3) silty clay culturally sterile subsoil. No artifacts were found and no sites were 

identified in Area 8C (Figure 5-84). Metal Detector Survey was undertaken in all those areas 

where STP survey was practicable, and produced no artifacts. 

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FIGURE 5-83: TESTED LOCATION WITHIN AREA 8C BETWEEN CORN FIELDS AND EXISTING 

RAILROAD, LOOKING WEST 

2.1'

1.4'

0.7'

0 Munsell:

Unexcavated

I = Dark brown (10YR 4/3) silty loam

I

II

II = Pale brown (10YR 6/3) silty clay

FIGURE 5-84: REPRESENTATIVE SOIL PROFILE FROM AREA 8C, STP 8C-4 

5.8.1 Archaeological Area 8D 

Area 8D, located on the north side of the existing rail in a low lying wooded part of the NPS’s 

Fredericksburg and Spotsylvania National Military Park (111-0147), begins approximately 350 

feet (106.7 m) west of the end of Area 8E, which it is separated from by a railroad spur leading to 

an industrial complex. Most of Area 8D, which is 1,240 feet (378.0 m) long, lies within the grade 

from the existing rail down to the lower lying natural surface around it, or within the area 
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adjacent to this grade, which contains a buried petroleum pipeline. In some places a portion of 

the APE width extends into the apparently less disturbed woods to the north of the existing rail 

(Figure 5-85). Even here, however, the APE is dominated by standing water, and a single STP was 

excavated to attempt to ascertain the nature of the soils within the few, small, apparently dry, 

undisturbed areas within Area 8D. Upon excavation it became apparent that these areas were in 

fact both disturbed and saturated (Figure 5-86 and Figure 5-87). A single STP was excavated along 

a single transect (Figure 5-88). No artifacts were found and no sites were discovered. Metal 

detector survey was undertaken in all areas where STP survey was practicable, and no artifacts 

were found. 

FIGURE 5-85:TYPICAL LOCATION WITHIN AREA 8D, INCLUDING SMALL DRY AREA 

CONTAINING STP, LOOKING NORTHWEST 

1.2'

0.8'

0.4'

0

Munsell:

Unexcavated

I

II

= Very dark grayish brown 

 (10YR 3/2) silty loam

= Gray (10YR 5/1) mottled with 

 black (10YR 2/1) and light yellowish 

 brown (10YR 6/4) loamy clay

I

II

III

III = Black (10YR 2/1) sandy loam

FIGURE 5-86: REPRESENTATIVE SOIL PROFILE FROM AREA 8D, STP 8D-1 
RESULTS OF ARCHAEOLOGICAL SURVEY 

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FIGURE 5-87: STP 8D-1, SHOWING WATER RAPIDLY FILLING HOLE, AND DISTURBED, 

REDEPOSITED GLEY SOILS 

5.9 HAMILTON TO CROSSROADS (HAXR/09) 

The HAXR segment of the DC2RVA corridor is located entirely within Spotsylvania County. Its 

northern end is within the National Park Service’s Fredericksburg and Spotsylvania National 

Military Park (111-0147), approximately 0.8 miles (0.3 km) along the existing rail northeast of 

Mine Road (Figure 5-89). It extends south from there in an “S” shaped curve, ending near the new 

Olive VRE station, approximately 1,860 feet (566.9 m) south of Mills Road (U.S. Highway 17). The 

HAXR segment APE covers a total distance of approximately 2.5 miles (4.0 km), encompassing 

29.9 acres (12.1 ha) with the tested segments of it extending along 2.2 miles (3.5 km), 

encompassing 4.6 acres (1.9 ha). Based on the prior predictive modeling, high probability areas 

cover the entirety of those 4.6 acres. The remaining 25.3 acres (10.2 ha) were classified as having 

no measurable potential for intact archaeological sites. The HAXR segment consists of eight 

archaeological areas, given alphanumeric designations Area 9A through 9H. Of these, five areas 

required subsurface testing: 9A, 9B, 9E, 9F, and 9G. 

Like much of the DC2RVA archaeological APE as a whole, substantial portions of the HAXR 

segment are untestable due to existing disturbances, but, as in FBHA a relatively higher 

proportion of HAXR was testable than in many other areas. In fact, the majority of areas within 

HAXR required limited STP survey. Nonetheless the majority of the APE within HAXR segment 

was untestable due to disturbance. 


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Three areas, 9C, 9D and 9H were not tested at all (Figure 5-90). In Areas 9C and 9H, which are 

essentially mirror images of each other on opposite sides of the existing rail, the entire width of 

the APE was contained in a large artificial berm containing the existing rail, and on which 

extensive work was being done at the time of survey in Area 9H. In Area 9D the APE lies in a 

heavily graveled ditch between the woods and the existing rail that also contains buried electrical 

for the existing rail line. The remaining five areas in the HAXR segment required some testing 

but were nonetheless more untestable than testable due to the presence of standing water, buried 

utilities and the grading for the existing rail line (Figure 5-91). 

FIGURE 5-90: DISTURBANCE IN THE HAXR APE: AREA 9C ARTIFICAL GRADING CONTAINING 

ENTIRE APE, LOOKING SOUTHEAST; AREA 9D GRAVELLED AREA CONTAINING, LOOKING 

SOUTHEAST; AND AREA 9H ARTIFICIAL BERM, LOOKING NORTH 

The general setting of the HAXR segment is overwhelmingly wooded, either within the NPS 

property or to the south of that in a relatively undeveloped area as the suburbs of Fredericksburg 

transition into the more rural parts of Spotsylvania County. The topographic setting of this 

segment is gently rolling but with slopes just sufficient to place some of the corridor roughly level 

with the track while other parts are both above and below. 

All five areas, Areas 9A, 9B, 9E, 9F and 9G, in HAXR that were subjected to archaeological 

subsurface testing were located at least in part within the Fredericksburg and Spotsylvania 

National Military Park (111-0147), and the tested portions within those areas were located within 
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the park or immediately adjacent in the CSX ROW. Additionally, all and/or portions of the five 

areas were located within the PotNR boundaries of the Fredericksburg I (111-5295) and 

Fredericksburg II (111-5296) Civil War Battlefields. 

FIGURE 5-91: DISTURBANCE IN THE HAXR APE: AREAS 9A AND 9B INUNDATION AND 

BURIED UTILIITIES; AND AREAS 9E, 9F AND 9G PETROLEUM PIPELINE MARKERS, ALL 

LOOKING NORTH 
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A total of 28 shovel tests was excavated in the HAXR segment, 18 of which were located on NPS 

property. Given the narrow width of the APE and close proximity of NPS land, all STPs excavated 

in the HAXR segment were done using the methodology specified in the ARPA permit. No 

portion of the APE was wide enough to require more than a single transect of STPs, which were 

placed following the contours of the corridor. Additionally, because all these areas were located 

either within the Fredericksburg and Spotsylvania National Military Park (111-0147), or within 

the ABPP PotNR boundaries a metal detector survey was undertaken wherever STPs were 

excavated. Where STPs were not practicable metal detector was even less so. No artifacts were 

recovered from the HAXR APE and no sites were identified. 

The average STP depth in this segment was 1.2 feet (36.6 cm) with a maximum depth of 1.9 feet 

(57.9 cm). A horizon depths ranged from 0.1 feet (3.0 cm) to 0.9 feet (27.4 cm) with an average 

depth of 0.5 feet (15.25 cm). Stratigraphy varied across this segment, as might be expected from 

such a small testable sample over such a large geographic area. No artifacts were recovered from 

HAXR and no new sites were identified within the APE. However, an extension of the Jackson's 

Earthworks, site 44SP0468, was identified directly adjacent to the archaeological APE. 

5.9.1 Archaeological Area 9A 

Area 9A is located on the southwestern side of the existing rail line as it curves to the south within 

the Fredericksburg and Spotsylvania National Military Park (111-0147) (Figure 5-92). This area is 

contiguous with area 8C, discussed above, and begins at Area 8C’s eastern end, extending 1,015 

feet (309.4 m) from there and ending as the area approaches a relatively large hill. The entirety of 

this area lies within a treeline separating a grassy area of the park from the existing rail line. 

Predictive modeling indicated that the entirety of Area 9A had high probability to contain 

archaeological sites. However, field inspection found the majority of this area as untestable due 

to the presence of buried utilities, standing water and grading associated with the existing 

railroad (Figure 5-93), but judgmental shovel tests were placed in a few areas where feasible to 

investigate the soils in the area (Figure 5-94). Profiles differed in each of these STPs, but a profile 

indicative of the nature of the disturbance throughout the area consisted of black (10YR 2/1) silty 

loam, that appeared to contain amounts of coal dust, or some other non-natural black grit, as 

opposed to a natural dark topsoil, lying atop yellowish brown (10YR 5/8) sandy clay with 75 

percent gravel inclusions (Figure 5-95). Three STPs were excavated along a single transect. Where 

STP survey was practicable. Metal detector survey was also performed and no artifacts were 

found during the metal detection. No artifacts or features were found and no sites were identified 

in Area 9A. 

 

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FIGURE 5-93: TYPICAL SETTING IN AREA 9A, SHOWING BURIED FIBER OPTIC CABLE AND 

INUNDATED DITCH, LOOKING NORTHEAST 

FIGURE 5-94: SOUTHERN END OF AREA 9A, NEAR STP 9A-1, LOOKING NORTHWEST 
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0.9'

0.6'

0.3'

0

Munsell:

Unexcavated

I

II

= Black (10YR 2/1) silty loam

= Yellowish brown (10YR 5/8) sandy clay

 with 75% gravel inclusions

I

II

FIGURE 5-95: SOIL PROFILE FROM STP 9A-2 

5.9.2 Archaeological Area 9B 

Area 9B, begins approximately 800 feet (243.8 m) south of the end of Area 9A, on the southwestern 

interior side of the southward curve of the existing rail line within the Fredericksburg and 

Spotsylvania National Military Park (111-0147). From there it continues to the south for 2,200 feet 

(670.6 m), ending south of the Park, approximately 80 feet (24.4 m) north of Mine Road. The 

entirety of Area 9B was determined during prior predictive modeling to have a high probability 

for containing archaeological deposits. The southern portion of 9B, which lies beyond the Park, 

essentially delineated by Lee Hill Extended, was not tested as it was entirely disturbed, lying in 

the grade from the higher natural surface down to the existing rail line. North of Lee Hill 

Extended, within the Park, Area 9B is also mostly disturbed, dominated by standing water and 

buried utilities, but STPs were placed in a few small areas where these disturbances did not 

interfere (Figure 5-96). The STPs contained disturbed soils, with a typical profile containing very 

dark brown (10YR 2/2) silty loam with pockets of light yellowish brown (10YR 6/4) and 

yellowish brown (10YR 5/6) sandy clay loam with 60 percent gravels, overlying a layer of mixed 

pockets of olive brown (2.5Y 4/3) and brown (10YR 5/3) sandy loams and brownish yellow (10YR 

6/6) clay loam, which in turn overlay a thin but clearly defined layer of black (10YR2/1) sand, 

which appeared to be stained black by some kind of railroad related coal content. Below these 

disturbed strata was a light brownish gray (10YR 6/2) clay with ferrous inclusions (Figure 5-97). 

Three STPs were excavated along a single transect (Figure 5-98 and Figure 5-99). Where STP 

survey was practicable, metal detector survey was also performed and no artifacts were found 

during the metal detection. No artifacts were found and no sites were identified within area 9B. 
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FIGURE 5-96: OVERVIEW OF AREA 9B FROM NORTHERN END OF AREA, STPS WERE 

EXCAVATED IN THE SMALL DRY STRIP BETWEEN DITCHES 

FIGURE 5-97: STP 9B-2, SHOWING DISTURBANCE AND GLEYED SOILS 

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1.5'

1.0'

0.5'

0

Munsell:

Unexcavated

I

II

= Very dark brown (10YR 2/2) with pockets 

 of light yellowish brown (10YR 6/4) and 

 yellowish brown (10YR 5/6) sandy clay 

 loam with 60% gravels

= Mixed pockets of olive brown (2.5Y 4/3) 

 and brown (10YR 5/3) and brownish 

 yellow (10YR 6/6) clay loam

I

II

III

IV III = Black (10YR 2/1) sand

IV = Light brownish gray (10YR 6/2) clay 

 with ferrous inclusions

FIGURE 5-99: STP 9B-2 PROFILE IN AREA 9B 

5.9.3 Archaeological Area 9E 

Area 9E is located on the northern side of the existing rail line as it curves to the south within the 

Fredericksburg and Spotsylvania National Military Park (111-0147). This area is contiguous with 

Area 8E, discussed above, and begins at 8E’s eastern end, along the edge of an open field 

containing the large stone Meade Monument pyramid, and extending 682 feet (207.9 m) from 

there passing two smaller fields and ending near the center of the southward curve of the existing 

rail, about 15 feet (4.6 m) north of the northern end of Area 9F. Predictive modeling indicated that 

all of Area 9E had a high probability for containing archaeological sites. The APE lies either within 

the treeline separating the small fields from the rail line, or at the edge of the larger field. 

Disturbance related to the existing rail and adjacent petroleum pipeline, which was reported as 

being laid in a disturbed trench as wide as 20 feet (6.1m), limited the feasibility of subsurface 

testing throughout much of Area 9E (Figure 5-100). 

A small portion of the APE where the petroleum pipeline is far enough from the outside edge of 

the Area 9E to fit in a number of STPs was, however, tested (Figure 5-101). Although these STPs 

had to be placed at the very outside edge of the APE to avoid the disturbance from the petroleum 

pipeline (Figure 5-102). These STPs were located on the edge of an open field and their profiles 

indicated that the field has probably been used as farmland in the past, with a typical profile 

consisting of a brown (10YR 4/3) silty clay loam plowzone capping strong brown (7.5YR 5/6) 

silty clay culturally sterile subsoil (Figure 5-103). Seven STPs were excavated along a single 

transect. Where STP survey was practicable, metal detector survey was also performed and no 

artifacts were found during the metal detection. No artifacts were found and no sites were 

identified in Area 9E. 

 
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FIGURE 5-100: TREELINE AND DITCH CONTAINING BURIED PETROLEUM LINE AT 

SOUTHEASTERN END OF AREA 9E, LOOKING NORTH 

FIGURE 5-101: TESTED PORTION OF 9E, LOOKING NORTH 

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1.2'

0.8'

0.4'

0

Munsell:

Unexcavated

I

II

= Brown (10YR 4/3) silty clay loam

= Strong brown (7.5YR 5/6) silty clay

I

II

FIGURE 5-103: STB 9E-3 PROFILE 

5.9.4 Archaeological Area 9F 

Area 9F is located on the northeastern side of the existing railroad, on the outside of the southerly 

curve as the rail travels through the Fredericksburg and Spotsylvania National Military Park (111-

0147). Area 9F begins just 15 feet (4.6 m) southeast of the end of Area 9E. Area 9F extends for 560 

feet (170.7 m), running through a wooded area lying between the existing railroad and the houses 

on Benchmark Road to the East. Predictive modeling indicated that the entirety of Area 9F had 

high probability to contain archaeological sites. The majority of this area is untestable due to the 

presence of buried utilities, standing water, and grading associated with the existing railroad 

(Figure 5-104), but a single judgmental shovel test was placed to investigate the soils in the area 

in a small spot that appeared potentially undisturbed (Figure 5-105 and see Figure 5-92). The 

profile of this STP indicated that even here the soils had been substantially disturbed (Figure 5-

106). Metal Detector survey was undertaken in any areas of 9F in which subsurface testing was 

shown to be practicable during the STP survey, no artifacts were found as a result of metal 

detection. No artifacts were found and no sites were identified in area 9F. 

5.9.5 Archaeological Area 9G 

Area 9G is located on the eastern side of the existing rail line near the end of the long curve to the 

south within a small wedge shaped area of woods within the Park, between Benchmark Road 

and the existing rail. This area begins approximately 380 feet (115.8 m) south of the northern end 

of Area 9F and continues for 1,100 feet (335.3 m) ending as the rail converges on Benchmark Road. 

All of Area 9G was indicated as having high probability for archaeological sites by predictive 

modeling. These woods are relatively flat and low lying and parts of the area were untestable due 

to standing water (Figure 5-107). As with Areas 9E and 9F the petroleum pipeline paralleling the 

existing road continues through Area 9G; however, there was a testable strip just inside the Park 

at the boundary between CSX and NPS property that appeared undisturbed and was tested via 

shovel testing and metal detector survey (Figure 5-108). Fifteen STPs were excavated along a 

single transect (see Figure 5-98). Metal detector survey was conducted along this STP transect, 

but did not locate any historic materials. 
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FIGURE 5-104: SOUTHERN PORTION OF AREA 9F, WITH PETROLEUM PIPELINE MARKER, 

LOOKING NORTHWEST. 

FIGURE 5-105: NORTHERN END OF AREA 9F, NEAR STP 9F-1, LOOKING SOUTHEAST. 
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1.5'

1.0'

0.5'

0

Munsell:

Unexcavated

I

II

= Dark olive brown (2.5Y 3/3) with pockets 

 of strong brown (7.5YR 5/6) and very dark 

 brown (7.5YR 2/2) sandy loam

= Dark olive brown (2.5Y 3/3) with pockets 

 of strong brown (7.5YR 5/6) and very dark 

 brown (7.5YR 2/2) sandy clay with 

 bands of black staining from rail activity

I

II

III

III = Light yellowish brown (10YR 6/4) clay

 with notable mineral inclusions

FIGURE 5-106: STP 9F-1 PROFILE 

The soil profiles in the STPs excavated within Area 9G tended to contain very shallow topsoil on 

top of what appear to be hydric soils, a typical example being black (2.5Y 2.5/1) sandy clay loam 

extending to less than 0.2 feet (0.6 cm) and overlying light gray (2.5Y 7/2) clay mottled with 

brownish yellow (10YR 6/6) clay (Figure 5-109 and Figure 5-110). Where STP survey was 

practicable, Metal Detector survey was also performed. No artifacts were found during shovel 

testing and metal detector efforts, and no sites were identified in Area 9G; however, a well 

preserved section of Civil War earthworks, site 44SP0468, was observed and recorded 

immediately outside of, and quite possibly abutting the APE and is discussed below. 

FIGURE 5-107: INUNDATION AT SOUTHERN END OF AREA 9G, LOOKING SOUTH 
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FIGURE 5-108: OVERVIEW OF TESTED AREA IN 9G, WITH EARTHWORK SECTION IN 

BACKGROUND, LOOKING NORTH 

FIGURE 5-109: STP 9G-8, SHOWING HYDRIC SOILS 
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1.5'

1.0'

0.5'

0 Munsell:

Unexcavated

I

II

= Black (2.5Y 2.5/1) sandy clay loam

= Light gray (2.5Y 7/2) mottled 

 with brownish yellow (10YR 6/6) 

 clay

I

II

FIGURE 5-110: STP 9G-8 PROFILE 

5.9.6 Previously Recorded Site 44SP0468 

Site 44SP0468, Jackson's Earthworks-Encampment site, is a large complex of earthworks and 

other encampment features associated with the Civil War Battle of Fredericksburg. Site 44SP0468 

is currently not evaluated for listing on the NRHP and is mapped to the east of the corridor, near 

archaeological survey Areas 9A and 9B. During the survey of Area 9G a well preserved section 

of earthwork was observed approaching the existing rail line and adjacent utility corridor at an 

oblique angle from the southeast (Figure 5-111). Portions of Area 9G lie within the PotNR 

boundaries of the Fredericksburg I Battlefield (111-5295) and Fredericksburg and Spotsylvania 

National Military Park (111-0147), and the earthwork here appears to be a continuation of 

earthworks on the other side of the tracks within the Park. The newly identified portion of the 

earthwork fell within the STP transect within Area 9G, and tests were placed both north and south 

of it. Additionally, metal detector survey was performed along the same STP transect. Both STP 

and metal detector surveys yielded no artifacts or evidence of additional cultural features. 

This newly recorded section of earthwork lies in a narrow parcel which is part of the larger CSXT 

right-of-way, but beyond the limits of the CSXT property that constitutes the DC2RVA corridor. 

The earthwork section terminates along the eastern margin of the current APE and given its close 

proximity to the APE, it is considered to intersect the APE. This resource is recommended to be 

potentially eligible for the NRHP under Criterion A for its associated with Civil War activity in 

the area and under Criterion D for its archaeological potential pending additional studies. As 

such, Dovetail recommends that further delineation and evaluation of site 44SP0468 should be 

undertaken if project design plans call for rail upgrades in this location. DHR concurred with 

this recommendation in a letter dated October 11, 2016.

5.10 CROSSROADS TO GUINEA (XRGU/10) 

The XRGU segment of the DC2RVA corridor is located in Spotsylvania and Caroline Counties. 

The Northern end of XRGU segment begins near the new Olive VRE station, approximately 1,860 

feet (566.9 m) south of Mills Road (U.S. Highway 17). From there XRGU continues on a 


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D.C. to Richmond Southeast High Speed Rail 5-93 Phase IB Archaeological Survey, ROAF to BBHW 

generally southward path ending in Guinea, 1,880 feet (573 m) south of the existing rail’s 

intersection with Stonewall Jackson Road (Figure 5-112). The XRGU segment covers a total 

distance of approximately 6.2 miles (10.0 km), with the tested portions of the APE extending 4.4 

miles (7.1 km), encompassing a total area of 75.3 acres (30.5 ha). Based on the prior predictive 

modeling, high probability areas cover 8.0 acres (3.2 ha), moderate probability areas cover 1.1 

acres (0.4 ha), and low probability areas cover 0.1 acres (404.7 sq. m). Approximately, 66.1 acres 

(26.7 ha) were classified as having no measurable potential for intact archaeological sites. The 

XRGU segment consists of 13 archaeological areas, given alphanumeric designations 10A through 

10M. Of these, only two, Areas 10B and 10C, had intact portions that required subsurface testing. 

Like much of the DC2RVA project corridor as a whole, substantial portions of the XRGU segment 

are untestable due to existing disturbances, mainly consisting of the grading and embankments 

required by the existing railroad, but other localized disturbances were encountered as well 

(Figure 5-113). The XRGU segment was likely the hilliest section within the DC2RVA corridor, at 

least within those portions of the APE identified for archaeological testing, and the grading 

necessary to negotiate the path of the existing rail through this hilly setting was the primary cause 

of disturbance within this segment. The overwhelming majority of every area within XRGU was 

untestable due to the grading between the natural surfaces and the existing rail, generally the 

steep embankments leading down to the existing rail where it was cut into much higher natural 

terrain. 

FIGURE 5-113: TYPICAL SETTING IN XRGU, LOOKING NORTH 

The APE within the XRGU segment lies almost entirely in wooded areas on the sparse suburban 

outskirts of Fredericksburg, with the southern end entering into more agricultural settings near 

Guinea. These areas contain rolling or hilly terrain. Of the thirteen areas making up XRGU 
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segment only two of them, Areas 10B and 10C contained testable, undisturbed areas large enough 

for subsurface testing to be practicable. And even those two areas contained only a single 

judgmental STP each. The settings for these two areas was typical for the setting of the segment 

as a whole, with the existing rail laid through substantial hills, in generally thickly forested areas. 

A total of two shovel tests was excavated in XRGU portion of the APE. The average STP depth in 

the APE was 1.2 feet (36.6 cm) with a maximum depth of 1.3 feet (39.6 cm). A horizon depths 

ranged from 0.7 feet (21.3 cm) to 0.9 feet (27.4 cm) with an average depth of 0.8 feet (9.1 cm). No 

artifacts were recovered from the XRGU segment and no new sites were identified. One 

previously recorded site, 44CE0106, was revisited. 

5.10.1 Archaeological Area 10B 

Area 10B is a north-south oriented area on the east side of the existing rail line, between a nolonger-publicly-maintained section of Benchmark Road and the existing rail. Predictive modeling 

indicated this area is roughly evenly divided between high and low probability for archaeological 

sites. Area 10B is 1,240 feet (378.0 m) long. The majority of this area is untestable as the natural 

terrain here lies far above the existing rail and the corridor width lies almost entirely within the 

steep embankment leading down to the rail (Figure 5-114). However, a single judgmental STP 

was placed in a relatively level spot within the corridor (Figure 5-115). Soils within this STP were 

disturbed (Figure 5-116) No artifacts were found and sites were identified in area 10B. 

FIGURE 5-114: AREA 10B, WITH CREW LOCATED AT STP 10B-1, LOOKING SOUTH 

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1.5'

1.0'

0.5'

0 Munsell:

Unexcavated

I = Yellowish brown (10YR 5/4) silty sandy loam

I

II

II = Yellowish brown (7.5YR 5/6) sandy clay

FIGURE 5-116: PROFILE OF STP 10B-1 

5.10.2 Archaeological Area 10C 

Area 10C is located directly across from 10B, on the western side of the existing rail. Area 10C lies 

in a relatively remote wooded area, without direct road access. Prior predictive modeling 

indicated that all of Area 10C had a high probability of containing archaeological sites. However, 

because of the substantial difference in elevation between the natural surfaces in the vicinity and 

the existing rail, the entire width of the APE in Area 10C is, throughout most of the area, located 

on the steep artificial embankment down to the existing rail, just as in Area 10B (Figure 5-117). A 

single judgmental STP was placed in Area 10C in a relatively level spot in order to investigate the 

soils (see Figure 5-115). The soils in this STP also showed evidence of disturbance (Figure 5-118). 

No artifacts were found and no sites were discovered. 

FIGURE 5-117: AREA 10C, LOOKING SOUTH 
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1.2'

0.8'

0.4'

0 Munsell:

Unexcavated

I = Grayish brown (10YR 5/2) sandy loamy clay

I

II

II = Strong brown (7.5YR 5/6) clay sand

FIGURE 5-118: PROFILE OF STP 10C-1 

5.10.3 Previously Recorded Site 44CE0106 

Site 44CE0106 is the site of a shrine for Confederate General Thomas J. “Stonewall” Jackson, also 

located within the Fredericksburg and Spotsylvania National Military Park (but not within the 

DHR mapped architectural resource boundaries of that resource). DHR site files show that it is 

not evaluated for the NRHP. It is located northwest of the intersection of the existing rail corridor 

with Stonewall Jackson Road (State Road 606). The end of Area 10L intersects the southwestern 

edge of this site, running through a narrow strip of disturbed ground between the 

driveway/access road to the shrine visitor center and the existing rail line, which also contains a 

number buried utilities (Figure 5-119 and Figure 5-120). Given the location and disturbed nature 

of the area in which the APE passes through the site, the portion of the site within APE lacks 

subsurface integrity and does not contribute to the overall characteristics of the site as whole. As 

such, the portion of site 44CE0106 within the APE does not contribute the site’s overall NRHP 

eligibility. DHR concurred with this recommendation in a letter dated October 11, 2016. 

FIGURE 5-119: APE WITHIN 44CE0106, LOOKING NORTH 

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5.11 GUINEA TO MILFORD (GUMD/11) 

The GUMD segment of the DC2RVA corridor is located in the central, western half of Caroline 

County. The northern end of the GUMD segment is at the end of Guinea Drive, in a residential 

neighborhood in Guinea. The southern end of the segment is located approximately 9.70 miles 

(15.61 km) northeast of the Hanover County line and is located at the end of Nelson Hill Road, in 

Milford. The GUMD segment of the DC2RVA corridor is approximately 9 miles (14.6 km) in 

length. The GUMD segment contains 22 archaeological areas, labeled 11A−11V as depicted on 

Figure 5-121. The GUMD archaeological APE encompasses 110.1 acres (44.56 ha). Based on the 

prior predictive modeling, high probability areas cover 16.7 acres (6.76 ha), moderate probability 

11.8 acres (4.78 ha), and low probability 1.3 acres (0.53 ha). Approximately, 80.3 acres (32.5 ha) 

were classified as having no measurable potential for intact archaeological sites. 

Like much of the DC2RVA project corridor as a whole, substantial portions of GUMD segment 

11 are untestable due to existing disturbances, mainly consisting of the grading and 

embankments and ballast required by the existing railroad. Additionally, substantial buried 

utility transmission lines, including fiber optic and petroleum lines, artificial ditches, inundated 

areas, and extreme slope precluded subsurface testing in many locations throughout the segment. 

Inundated areas include rivers, streams, creeks, drainages, ponds and swamps. Archaeological 

areas not shovel tested include: 11A, 11B, 11C, 11G, 11H, 11K, 11N, 11P, 11R, 11S, and 11U. Slope 

prevented shovel testing in Areas 11N, 11P, 11R, and 11S. Drainage ditches negated testing in 

11N, 11P, and 11R. The existing rail ballast and buried utilities precluded subsurface investigation 

in 11A, 11C, 11G, 11K, 11N, 11P, 11R, 11S and 11U (Figure 5-122 and Figure 5-123). Areas 11B and 

11H were found to be less than 2 feet (0.6 m) in width upon field inspection and thus it was 

determined that survey in these areas was outside the parameters for investigation of this study. 

Following the pedestrian inspection of all areas identified from predictive modeling it was 

determined that 11 of the archaeological areas contained testable, undisturbed portions large 

enough for subsurface testing to be practical. These areas subjected to subsurface testing included 

11D, 11E, 11F, 11I, 11J, 11L, 11M, 11O, 11Q, 11T, and 11V. A total of 207 STPs were excavated in 

the GUMD segment, resulting in the identification of one newly identified archaeological site 

(44CE0836) and one isolated find (ISF 11-1). In addition to these newly identified resources, one 

previously recorded archaeological resource, 44CE0626/000-9800-0054, is located within the 

GUMD segment. The results of subsurface testing in each archaeological area is described in 

detail in the following sections, these descriptions are followed by summaries of the newly 

identified site and isolated find, and a brief discussion of the previously recorded archaeological 

site. 

 

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FIGURE 5-122: DISTURBANCE IN THE GUMD APE: AREA 11A, LOOKING NORTHEAST; AREA 

11C, LOOKING SOUTH; AREA 11G, LOOKING NORTH; AND AREA 11K, LOOKING NORTHEAST 
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FIGURE 5-123: DISTURBANCE IN THE GUMD APE: AREA 11N, LOOKING SOUTH; AREA 11P, 

LOOKING SOUTHWEST; AREA 11R, LOOKING SOUTH; AREA 11S, LOOKING NORTHEAST; AND 

AREA 11U, LOOKING SOUTHEAST 
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5.11.1 Archaeological Area 11D 

Located south of 11B by 631.9 feet (192.6 m), Area 11D is located on the east side of the existing 

rail, across from Area 11C. Predictive modeling identified this area as a high probability location. 

Area 11D measures 1,196.9 feet (364.8 m), in length. A forested area, 11D is located southeast of 

Guinea and northwest of Woodford. The area gradually slopes to the south, into an inundated 

area. Pedestrian survey identified the northern portion of this area for subsurface testing, while 

the southern end of this section was deemed untestable. Nine STPs were excavated in this portion 

of the GUMD segment (Figure 5-124 and Figure 5-125). The average STP depth in 11D was 0.9 

feet (27.43 cm) with a maximum depth of 1.7 feet (51.8 cm). A horizon depth averaged 0.3 feet 

(9.14 cm), and was predominantly defined as a brown (10TYR 4/3) sandy loam. No artifacts were 

found and no sites were discovered. 

Figure 5-124: TESTABLE LOCATION IN AREA 11D, LOOKING SOUTH 

5.11.2 Archaeological Area 11E 

Located on the east side of the existing rail, Area 11E lies south of Area 11D by 910.67 feet (277.57 

m). It is situated across from 11F and was designated as a high probability area via predictive 

modeling. Area 11E extends 2,454.21 feet (748.04 m), southeast of Guinea and northwest of 

Woodford. The landscape surrounding 11E is agricultural fields, mixed pine and deciduous 

forest, and inundated areas. Much of this portion of the corridor was disturbed from the existing 

rail and artificial berms or landforms; however, 21 STPs were excavated within 11E (Figure 5-

126). The average STP depth in this area was 1.2 feet (36.58 cm) with a maximum depth of 1.6 feet 

(48.77 cm). A horizon depth averaged 0.7 feet (21.34 cm). Soils varied greatly across Area 11E; 

however, Figure 5-127 shows a representative example. STPs were excavated paralleling the 

agricultural field. No artifacts were found and no sites were discovered (Figure 5-128). 

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Figure 5-126: TESTABLE LOCATION IN AREA 11E, LOOKING NORTH 

1.8'

1.2'

0.6'

0 Munsell:

Unexcavated

I

II

= Brown (10YR 4/3) mottled with very 

 dark brown (10YR 2/2) sandy loam

= Yellowish brown (10YR 5/4) sandy loam

I

II

III

III =Light yellowish brown (10YR 6/4) 

 sandy clay

FIGURE 5-127: REPRESENTATIVE SOIL PROFILE FROM AREA 11E, STP 11E-13 

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D.C. to Richmond Southeast High Speed Rail 5-107 Phase IB Archaeological Survey, ROAF to BBHW 

5.11.3 Archaeological Area 11F 

Located approximately 1,072 feet (362 m) south of Area 11C, Area 11F is located on the west side 

of the existing rail, across from Area 11E. This is a high probability area, according to the 

predictive model. Area 11F measures 2,468 feet (752 m) long. Located north of Woodford, 11F is 

bordered in the northern stretch by an agricultural field. Forest parallels the corridor along the 

middle section and various drainages appear in the southern extent of 11F. Twenty-one STPs 

were excavated in 11F (Figure 5-129) and the average STP depth in this area was 1.3 feet (39.6 cm) 

with a maximum depth of 1.8 feet (54.9 cm). A horizon depth averaged 0.4 feet (12.19 cm). Soils 

varied greatly across the area; however, soil profiles from STPs 11F-3 and 11F-14 are included 

below to show examples of the average profiles within this portion of the corridor (Figure 5-130). 

No artifacts were found and no sites were discovered (see Figure 5-128). 

Figure 5-129: TESTABLE LOCATION IN AREA 11F, LOOKING NORTH 

5.11.4 Archaeological Area 11I 

Area 11I is located on the east side of the existing rail, approximately 848.07 feet (258.49 m) south, 

of Area 11G and across from Area 11J. Measuring 9,064.66 feet (2,762.9 m) in length, this area was 

predicted to have portions of high, moderate, and low archaeological potential. This area goes 

through Woodford. Agricultural fields, forest and two private residences, border the area. 

Railroad construction, a two-track and buried utilities constitute disturbances that precluded 

subsurface investigations. However, 55 STPs and two radial STPs were excavated (Figure 5-131 

through Figure 5-133). The average STP depth in this area was 1.3 feet (39.62 cm) with a maximum 

depth of 2.7 feet (82.3 cm). A horizon depth averaged 0.5 feet (15.24 cm). Subsurface testing 

resulted in the collection of eight artifacts from one newly recorded archaeological site, 

designated as site 44CE0836. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-108 Phase IB Archaeological Survey, ROAF to BBHW 

1.8'

1.2'

0.6'

0 Munsell:

Unexcavated

I

II

= Dark grayish brown (2.5Y 4/2) 

 sandy loam

= Pale yellow (2.5Y 7/4) sandy clay

I

II

III

III =Yellow (10YR 7/8) sandy clay

1.8'

1.2'

0.6'

0

Munsell:

Unexcavated

I

II

= Very dark grayish brown (10YR 3/2) sand

= Dark yellowish brown (10YR 4/4) sand

I

II

III

III =Pale brown (10YR 6/3) sandy clay

FIGURE 5-130: REPRESENTATIVE SOIL PROFILES FROM AREA 11F 

(TOP:STP 11F-3, BOTTOM: STP 11F-14) 

5.11.5 Archaeological Area 11J 

Located 4,230 feet (1289.30 m) south of Area 11F, Area 11J is located on the west side of the tracks, 

across from Area 11I. Area 11J measures approximately 10,387.79 feet (3,166.2 m) long and 

traverses the town of Woodford. Forests, wetlands, agricultural fields and four private residences, 

border the area. 

The existing rail is elevated approximately 6 feet (1.83 m) above ground surface throughout much 

of the area and a ballast has been built up to support the track. Much of the ground surface reflects 

heavy disturbance from rail line installation as well as the utilities paralleling the existing line. A 

two-track road paralleling a section of the area and inundated areas comprise other disturbances. 

Thirty-seven STPs were excavated, all placed parallel to the existing rail corridor (Figure 5-134). 

The average STP depth in this area was 1.3 feet (39.6 cm) with a 


RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-111 Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-133: TESTABLE LOCATION IN AREA 11I, LOOKING NORTH 

Figure 5-134: TESTABLE LOCATION IN AREA 11J, LOOKING EAST 
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maximum depth of 1.7 feet (51.8 cm). A horizon depth averaged 0.9 feet (27.4 cm). Most STPs in 

this area had two stratigraphic levels, predominantly consisting of a very dark grayish brown 

(2.5Y 3/2) sandy loam A horizon, over a light olive brown (10YR 5/4) silty clay subsoil (Figure 5-

134). No artifacts were found and no sites were discovered (see Figure 5-132). 

1.8'

1.2'

0.6'

0

Munsell:

Unexcavated

I

II

= Very dark grayish brown 

 (2.5Y 3/2) sandy loam

= Light olive brown (10YR 5/4)

 silty clay

I

II

FIGURE 5-135: REPRESENTATIVE SOIL PROFILE FROM AREA 11J, STP 11J-10 

5.11.6 Archaeological Area 11L 

Located approximately 260.58 feet (79.43 m) south of Area 11K, Area 11L is 7,829.34 feet (2,386.38 

m) long and located on the west side of the existing rail, across from Area 11M. Area 11L is to 

the east of Paige, west of Loving Fork, and northwest of Bowling Green. Private residences and 

agricultural fields border the area along the northern end. Planted forests dictate the remaining 

environment of the area. 

Based on previous predictive modeling this area had portions of high and moderate 

archaeological probability. The high probability portion was defined by the northern 1,272 feet 

(387 m), of the segment, while the remainder to the south was consider moderate probability. Six 

STPs were excavated in the area, while the reminder was defined by disturbance that precluded 

subsurface testing (Figure 5-136 and Figure 5-137). The average STP depth in this area was 0.5 

feet (15.2 cm) with a maximum depth of 1.0 foot (30.5 cm). A horizon depth averaged 0.3 feet (9.14 

cm). Most STPs excavated across this portion of the corridor contained two stratigraphic levels, 

almost all demonstrating that soils were disturbed and potentially redeposited. Solid asphalt 

created an impasse within half of the STPs excavated, further highlighting the subsurface 

disturbance to the area. No artifacts were found and no sites were discovered. 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

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Figure 5-137: TESTABLE LOCATION IN AREA 11L, LOOKING SOUTH 

5.11.7 Archaeological Area 11M 

Area 11M is south of Area 11I by 6, 938 feet (2,114.7 m). Area 11M is on the east side of the existing 

rail, across from Area 11L. The area encompasses 4,846.13 feet (1,477.10 m) in length and is east 

of Paige, west of Loving Fork, and northwest of Bowling Green. Forests and inundated locations 

define 11M. 

Predictive modeling found that Area 11M contained both high and moderate probability areas. 

During the pedestrian survey notable disturbances to the area included logging/lumber 

activities, a two-track road, railroad construction and multiple buried utilities. Nonetheless, 25 

STPs were excavated in areas deemed suitable for intact subsurface deposition (see Figure 5-136, 

Figure 5-138, and Figure 5-139). The average STP depth in this area was 1.1 feet (33.5 cm) with a 

maximum depth of 1.9 feet (57.9 cm). A horizon depth averaged 0.7 feet (21.3 cm). Soils were 

found to be largely disturbed and hydric. No artifacts were found and no sites were discovered. 

5.11.8 Archaeological Area 11O 

Located south of Area 11L by 1,335.17 feet (406.96 m), Area 11O is on the west side of the existing 

rail. Area 11P lies opposite the tracks and Area 11O stretches 3,273.3 feet (997.7 m) long. 

Agricultural fields border the area along the northern margins, while mixed pine and deciduous 

forests comprise the remainder of the surrounding environment. Predictive modeling defined 

high probability in the northern half of the area and low probability in the southern half. 

Disturbance to the area included a road and drainage ditch immediately west of the existing rail 

corridor, as well as buried utilities. The utilities and artificial landforms precluded subsurface 

testing throughout much of the area. Sixteen STPs were excavated in areas which contained 

testable, undisturbed portions large enough for subsurface testing to be practical (Figure 5-140 

and Figure 5-141). 

FIGURE 5-138: STP SURVEY IN AREA 11M 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-116 Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-139: TESTABLE LOCATION IN AREA 11M, LOOKING NORTH 

Figure 5-140: TESTABLE LOCATION IN AREA 11O, LOOKING SOUTHEAST 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

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The average STP depth in this area was 2.2 feet (67.1 cm) with a maximum depth of 3.2 feet (97.5 

cm). A horizon soil depth averaged 0.5 feet (15.24 cm). Most of these STPs were terminated at a 

depth of 3.3 feet (1 m), rather than at subsoil interface. A horizon soils typically consisted of a 

brown (10YR 4/3) sandy loam, over a dark yellowish brown (10YR 4/4) sandy loam, beneath 

which was a light yellowish brown (10YR 6/4) sand which capped a brown (10YR 5/6) sand 

(Figure 5-142). 

3.0'

2.0'

1.0'

0 Munsell:

Unexcavated

I

II

= Brown (10YR 4/3) sandy loam with 60% gravels

= Dark yellowish brown (10YR 4/4) sandy loam

I

II

III

III = Light yellowish brown (10YR 6/4) sand

IV IV = Yellowish brown (10YR 5/6) sand with high

 percentage of rounded pebbles

FIGURE 5-142: REPRESENTATIVE SOIL PROFILE FROM AREA 11O, STP 11O-16 

5.11.9 Archaeological Area 11Q 

South of Area 11P by approximately 3,000 feet (914.4 m), Area 11Q is on the east side of the 

existing rail, across from Area 11R. Area 11Q measures 4,172 feet (1,271 m) long and is west of 

Bowling Green and bordered by a line of trees separating the railroad from the adjacent private 

parcel. Predictive modeling identified the northern half of 11Q as high probability and the 

moderate probability in the southern portion. A gravel road and excessive slope precluded 

subsurface testing in much of 11Q; however, three STPs were excavated (Figure 5-143 and Figure 

5-144). The average STP depth in this area was 1.1 feet (33.5 cm) with a maximum depth of 2 feet 

(61 cm). A horizon depth averaged 0.8 feet (24.4 cm). No artifacts were found and no sites were 

discovered. 

5.11.10 Archaeological Area 11T 

Area 11T is situated west of the existing rail corridor and measures 109.6 feet (33.4 m) in length. 

It is located north of Milford and deciduous forest defines the west margin of the area. Predictive 

modeling defined half of this area as high probability and half as low probability, with the high 

probability of archaeological resources encompassing the northern stretch. Only two STPs were 

excavated within the area, the remainder of the area was disturbed by the presence of buried 

utility corridors and artificial/graded landforms (Figure 5-145 and Figure 5-146). The average 

STP depth in this area was 0.6 feet (18.29 cm) with a maximum depth of 1 foot (30.5 cm). Ahorizon depth averaged 0.3 feet (9.14 cm). No artifacts were found and no sites were discovered. 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-120 Phase IB Archaeological Survey, ROAF to BBHW 

Figure 5-144: TESTABLE LOCATION IN AREA 11Q, LOOKING WEST-NORTHWEST 

Figure 5-145: TESTABLE LOCATION IN AREA 11T, LOOKING SOUTH 

 

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5.11.11 Archaeological Area 11V 

Area 11V is the end of the GUMD segment of the DC2RVA corridor. It is located at the end of 

Nelson Hill Road, in Milford. This particular stretch of the APE occupies the west side of the 

existing rail. The area is bordered by cleared lands, potentially agricultural fields. Area 11V 

measures 1,459.9 feet (445 m) long. This is a low probability area, as defined by the model. Seven 

STPs and two radials were excavated in the area, while the remainder was untestable as a result 

of the APE falling within the steep graded embankment from the natural surface down to the 

existing rail which precluded subsurface investigation (Figure 5-147 and Figure 5-148). The 

average STP depth in this area was 1.0 foot (30.5 cm) with a maximum depth of 1.2 feet (36.6 cm). 

A horizon depth averaged 0.5 feet (15.24 cm). Shovel testing results in the recovery of a single 

artifact, designated at ISF 11-1 from STP 11V-4. 

Figure 5-147: TESTABLE LOCATION IN AREA 11V, LOOKING SOUTH 

5.11.12 Site 44CE0836 

5.11.12.1 Site Description 

Site 44CE0836 is a very small historic site identified in two positive STPs in Area 11I of the GUMD 

segment of the DC2RVA corridor (Figure 5-149). These STPs were fairly deep, averaging 2.0 feet 

(61 cm) with the deepest at 2.7 feet (82.3 cm). The A-horizon, likely a developing topsoil, averaged 

0.55 feet (16.8 cm) deep with the deepest at 0.7 feet (21.3 cm). Although only 25 feet (7.6 m) apart, 

the soil profiles of the two STPs were completely different, suggesting significant local 

disturbance. One profile had a black (10YR 2/1) silty sand, over a brownish yellow (10YR 6/6) 

sand, covering a pale yellow (5Y 8/4) sandy clay (Figure 5-150). The other profile had a very dark 

grayish brown (10YR 3/2) sandy loam, over a black (10YR 2/1) sandy loam with 20 percent 

gravels, covering a olive yellow (2.5 Y 6/6) sandy clay (Figure 5-151). 


RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-125 Phase IB Archaeological Survey, ROAF to BBHW 

3.0'

2.0'

1.0'

0 Munsell:

Unexcavated

I

II

= Black (10YR 2/1) silty sand

= Brownish yellow (10YR 6/6) 

 yellow sand

I

II

III

III =Pale yellow (5Y 8/4) sandy clay

FIGURE 5-150: FIRST REPRESENTATIVE SOIL PROFILE FROM SITE 44CE0836, STP 11I-36 

0

0.5'

1.0'

1.5'

Munsell:

Unexcavated

I = Very dark grayish brown (10YR 3/2) sandy loam

II = Black (10YR 2/1) sandy loam with 20% gravel

 

I

II

III = Olive yellow (2.5Y 6/6) sandy clay

 III

FIGURE 5-151: SECOND REPRESENTATIVE SOIL PROFILE FROM SITE 44CE0836, 

STP 11I-36 SOUTH 

Current site boundaries were defined by negative STPs to the north and south, and by the corridor 

boundary to the north and east. The site measures approximately 25 feet (7.6 m) north to south 

by 20 feet (6.1 m) west to east, the equivalent of approximately 0.01 acres (0.004 ha). The site is 

located on the east side of the existing railroad grade on level ground at the same elevation as the 

existing grade (Figure 5-152). This portion of the GUMD segment was identified as having high 

probability for the presence of archaeological sites during the predictive model study. The site is 

amongst grass, brush, and the treeline of a wooded area. A slope exceeding 15 percent rises 

upwards from the site elevation approximately 50 feet (15.2 m) to the east in the wooded area. A 

winter wheat field is located on the other side of the existing grade. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-126 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-152: SITE 44CE0836, LOOKING NORTHEAST 

Eight artifacts were recovered from the two STPs, six from the second soil layer of one STP and 

two from the first layer of the other STP. The artifact assemblage includes four ceramic fragments, 

two pieces of aqua window glass, and two hand-made brick fragments. The ceramic fragments 

include one whiteware, one plain creamware, one whieldon creamware, and one stoneware. 

5.11.12.2 Evaluation and Significance 

The artifact assemblage for site 44CE0836 contains four architectural artifacts and four ceramic 

fragments, suggesting the site represents a dwelling associated with a domestic occupation. 

However, the artifact assemblage is extremely small for a house site. Additionally, soil profiles 

strongly indicate significant local disturbance. The site center is likely located on the top of the 

slope to the east and washed down that slope to this location, as well as being moved around by 

ground disturbing activities associated with the existing railroad. 

The very low artifact density, the evidence for significant disturbance and the absence of surface 

or subsurface features indicate that the site does not exhibit the potential to yield significant 

information on settlement patterns or domestic life during the historic period in Caroline County 

Virginia (Criterion D). There are also no significant associations between these deposits and a 

significant historical event or patterns of events (Criterion A). There are no associations with 

significant persons (Criterion B), and the deposits do not illustrate the distinctive characteristics 

of a type, period, or method of construction (Criterion C). As such, site 44CE0836 is recommended 

not eligible for listing on the NRHP. DHR concurred with this recommendation in a letter dated 

October 11, 2016.
RESULTS OF ARCHAEOLOGICAL SURVEY 

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5.11.13 ISF 11-1 

Subsurface testing in Area 11V resulted in the collection of a single artifact from STP 11V-4, all 

subsequent radial testing was negative for additional cultural materials. The A horizon, identified 

as Stratum I, contained an ironstone earthenware rim fragment. In general, isolated finds are not 

an indication of cultural activity and, thus, are not assigned site numbers and not consider eligible 

for the NRHP. 

5.11.14 Previously Recorded Site 44CE0626 

Site 44CE0626/000-9800-0054, the Wagon Train Camp, Number 6 at Downer’s Bridge, was 

previously recorded and located within Area 11J (see Figure 5-149 and Figure 5-153). The site was 

created via a historic map inspection and has not been field verified, an arbitrary 200 x 200 foot 

(61 x 61 m) boundary was assigned for the dimensions. The Wagon Train Camp site has not been 

evaluated by the DHR for eligibility. The portion of the site within the APE was found to be 

significantly disturbed by grading associated with the railroad. As such, the portion of the site 

44CE0626 within the APE lacks integrity and is therefore does contribute the site’s overall 

NRHP eligibility.

FIGURE 5-153: PREVIOUSLY RECORDED SITE 44CE0626 WITHIN THE APE, LOOKING WEST 

5.12 MILFORD TO NORTH DOSWELL (MDND/12) 

The MDND segment of the DC2RVA corridor is located mainly in the southern part of Caroline 

County, but a small section at the southern end of the segment crosses the North Anna River into 

Hanover County (Figure 5-154). The MDND segment begins in the town of Milford, 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-129 Phase IB Archaeological Survey, ROAF to BBHW 

approximately 1,000 feet (304.8 m) north of Industrial Drive. It follows the path of the existing rail 

south from there, before turning sharply to the west and then curves southward again to run 

through Ruther Glen, after which it crosses the North Anna River, where it continues for another 

2,800 feet (853.4 m), terminating in the northern outskirts of Doswell. The MDND segment 

extends across a total length of 14.5 miles (23.3 km). The tested areas within MDND, which run 

along both sides of the existing rail, actually cover a total length of approximately 21 miles (33.8 

km). The MDND segment includes a total of 176 acres (71.2 ha), with the portions included within 

this Phase IB survey covering 49.4 acres (20.0 ha). Based on prior predictive modeling, areas with 

high probability for archaeological sites cover 25.4 acres (10.3 ha) of the MDND segment, while 

moderate and low probability areas cover 15.8 and 8.2 acres (6.4 and 3.3 ha), respectively. A total 

of 126.6 acres (51.2 ha) was designated as having measurable potential to contain intact 

archaeological sites. The MDND segment consists of 25 archaeological survey areas, designated 

12A through 12Y. Eleven of these areas required subsurface testing. 

Much of MDND was, like the rest of the DC2RVA corridor, untestable due to disturbances 

encroaching on the archaeological survey areas. Fourteen areas of the 25 total archaeological 

testing areas within the MDND segment were entirely untestable. In areas 12A, 12B and 12T 

testing was precluded mainly by the presence of access roads, or other graded and heavily 

graveled areas (Figure 5-155). Areas 12F, 12P, 12Q, and 12R were disturbed primarily by grading 

leading up to the existing rail from lower lying natural surrounding land (Figure 5-156). Areas 

12D, 12E, 12K, 12N and 12O, were rendered untestable by a combination of grading and 

inundation due to the presence of ditches, streams, or undrained low-lying areas (Figure 5-157). 

Area 12C was not tested as it was extremely narrow, with a maximum width of less than 4 feet 

(1.2m) and thus did not meet survey criteria for testing. The general setting within the MDND 

segment is rural and/or wooded, with gently rolling topographic relief, a number of streams 

approach or cross the APE within the MDND segment, notably the Mattaponi River, Polecat 

Creek, Mill Run, Reedy Creek, Long Creek and the North Anna River. 

The 11 archaeological areas within the MDND segment that required testing were designated 

Areas 12H, 12I, 12J, 12L, 12M, 12Q, 12S, 12U, 12V, 12X, and 12Y. These areas roughly group into 

two clusters, one near the central portion of the MDND segment and one toward its southern 

end. A total of 76 shovel tests was excavated in the MDND segment. No part of this segment was 

wide enough to require more than a single transect of STPs, which were placed following the 

contours of the APE. Area 12X is intersected by the PotNR boundaries of the North Anna 

Battlefield (042-0123). The average STP depth in this area was 1.2 feet (36.6 cm) with a maximum 

depth of 2.4 feet (73.2 cm). A horizon depths ranged from 0.1 feet (3.0 cm) to 1.6 feet (48.8 cm) 

with an average depth of 0.6 feet (18.3 cm). Stratigraphy varied greatly across this area, as might 

be expected from such a small testable sample over such a large geographic area. Typical profiles 

for each tested area are discussed below. Archaeological survey in the MDND segment resulted 

in the identification of two newly recorded sites, 44CE0837 and 44CE0838, and one isolated find, 

designated as ISF 12-1. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-130 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-155:GRAVEL ROAD AND UTILITY DISTURBANCE IN THE MDND APE: AREA 12A, 

LOOKING SOUTH; AREA 12B, LOOKING SOUTH; AND AREA 12T, LOOKING SOUTHWEST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

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FIGURE 5-156:AREAS 12F, 12P, 12Q, AND 12R, SHOWING APE LYING ENTIRELY IN STEEP 

EMBANKMENTS OR BERMS, LOOKING NORTH, SOUTH, SOUTH, AND NORTH RESPECTIVELY 
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FIGURE 5-157: DISTURBANCE IN THE MDND APE: AREA 12D ARTIFICIAL GRADING, 

LOOKING NORTH; AREA 12E INUNDATION, GRADING, AND BURIED UTILITIES, LOOKING 

WEST; AREA 12G GRADING AND INUNDATION, LOOKING WEST; AREA 12K INUNDATION, 

LOOKING EAST; AREA 12N SLOPE AND ARTIFICIAL GRADING, LOOKING EAST; AND AREA 

12O SLOPE AND ARTIFICIAL GRADING, LOOKING SOUTHEAST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

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5.12.1 Archaeological Area 12H 

Area 12H is located on the eastern and southern side of the existing rail line beginning just south 

of the Mattaponi River near the Luck Stone quarry in Milford, and extending from there to the 

south before curving to the west and crossing Penola Road, after which it continues to the west. 

Area 12H is extremely long, extending across a total distance of 3.6 miles (5.8 km). Prior predictive 

modeling indicated that area 12H contained areas of high, moderate, and low probability for 

containing intact archaeological deposits, with a slight predominance of moderate probability 

over high and low. Because this area is so long, settings vary noticeably across its length. It 

includes both farm fields, woods, and low lying inundated areas. Two-track road or gravel access 

roads paralleling the existing rail occupy the APE through much of 12H and preclude testing 

(Figure 5-158). Elsewhere in the area disturbances include standing water and grading up to or 

down from the existing rail to the natural surface surrounding it. 

STPs were placed in the small portions of 12H where these disturbances did not occupy the entire 

width of the APE, in sum 19 STPs were excavated in this portion of the APE (Figure 5-159 through 

Figure 5-161). Even in those areas that were tested soils tended to be disturbed, and almost half 

of the STPs (n=9) in 12H had to be terminated at surfaces that did not permit further digging with 

a shovel. Within those STPs that were not as obviously disturbed a typical profile consisted of 

dark gray (10YR 4/1) silty loam topsoil atop light olive brown (2.5Y 5/6) silty loam, under which 

was Olive Yellow (2.5Y 6/6) silty loam sterile subsoil. A total of 19 STPs was excavated in area 

12H, and a single artifact, a nail, was found near the crossing of Penola Road. This artifact was 

designated as an isolated find (ISF 12-1). Isolated finds are by definition not eligible for NRPH 

listing. No features or sites were identified in area 12H. 

FIGURE 5-158: TYPICAL SETTING IN AREA 12H, LOOKING WEST 


RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-136 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-161: DENSELY WOODED AREA CONTAINING POSITIVE STP 12H-1, 

LOOKING WEST 

5.12.2 Archaeological Area 12I 

Area 12I is located on the western and northern side of the existing rail, beginning just south of 

the Mattaponi River near Milford and ending as the rail curves to the west, at the crossing of 

Penola Road. As such, it essentially mirrors the northern portion of Area 12H. Area 12I extends 

across a distance of 1.7 miles (2.7 km). According to predictive modeling Area 12I contained a 

mixture of sections of high, moderate, and low probability for containing intact archaeological 

deposits. Area 12I lies mainly in a wooded area, although a few small clearings were encountered. 

A total of 28 STPs was excavated within area 12I (see Figure 5-160, Figure 5-162 and Figure 5-163). 

Even within the areas that were tested, a number of the STP profiles showed evidence of 

substantial disturbance. Within areas that were not apparently disturbed, a typical STP profile 

consisted of dark yellowish brown (10YR 3/6) silty loam topsoil overlying brownish yellow 

(10YR 6/8) clay mottled with white (N 8/1) and gray (10YR 5/1) clay sterile subsoil (Figure 5-

164). Two positive STPs containing three artifacts were identified as site 44CE0838 (discussed 

below). 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-138 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-163: TESTED PORTION OF AREA 12I, LOOKING WEST 

1.8'

1.2'

0.6

0

Munsell:

Unexcavated

I

II

= Black (10YR 2/1) silty loam

= Brownish yellow (10YR 6/6) sandy clay

I

II

III

III = Pale brown (10YR 6/3) clay

FIGURE 5-164: REPRESENTATIVE SOIL PROFILE FROM AREA 12I, STP 12I-2 

5.12.3 Archaeological Area 12J 

Area 12J is located on the north side of the existing rail line starting on the west side of Penola 

Road, across from the end of Area 12I. It continues west from there, covering a total distance of 

1.5 miles (2.4 km). Predictive modeling undertaken prior to field work indicated that this area 

included portions mapped as having high, medium, and low probability to contain intact 

archaeological deposits. Area 12J lies in a mostly low lying area of woods and swampland with a 

small portion of agricultural land at its western end. As a result of its low lying location most of 

Area 12J was untestable, either because of inundation or because of grading between the existing 

rail line and the surrounding surface. However, a section of shovel tests was placed in the woods 

west of Penola road, just west of an agricultural field (see Figure 5-160 and Figure 6-165). A total 

of nine STPs, including radials, was excavated on a single transect. A number of these STPs 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-139 Phase IB Archaeological Survey, ROAF to BBHW 

showed signs of disturbance, likely related to the presence of the railroad, but a typical 

undisturbed profile included very dark grayish brown (2.5Y 3/2) sandy loam topsoil, under 

which was light olive brown (2.5Y 5/3) sandy loam which, in turn, overlay a sterile subsoil 

consisting of olive yellow silty clay (2.5Y 6/6) mottled with yellow (10YR 7/8) silty clay (Figure 

5-166). Four artifacts from three positive STPs and an additional surface-collected artifact were 

found and designated as site 44CE0837 (discussed below). 

FIGURE 5-165: TESTABLE LOCATION IN AREA 12J, LOOKING NORTHWEST 

1.5'

1.0'

0.5

0

Munsell:

Unexcavated

I

II

= Very dark grayish brown (2.5Y 3/2) sandy loam

= Light olive brown (2.5Y 5/3) sandy loam

I

II

III

III = Olive yellow (2.5Y 6/6) mottled with 

 yellow (10YR 7/8) silty clay

FIGURE 5-166: REPRESENTATIVE SOIL PROFILES FROM AREA 12J, STP 12J-3 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-140 Phase IB Archaeological Survey, ROAF to BBHW 

5.12.4 Archaeological Area 12L 

Area 12L lies on the south side of the existing rail, near Coleman’s Mill Crossing, northeast of 

Ruther Glen. Extending across 6,070 feet (1,850 m), Area 12L lies within a gradual curve of the 

existing rail line from northwest to southwest. The general setting for Area 12L is almost entirely 

wooded, with the exception of those sections that cross Coleman’s Mill Road, and an electric 

transmission corridor. The majority of Area 12L is untestable, as the entire width of the APE 

through most of the area lies within grading between the existing rail line and the surrounding 

natural surfaces (Figure 5-167). Where this grading does not preclude STP survey, access roads 

and buried utilities often do. A single location was found to place a judgmental STP and even this 

STP appeared to be substantially disturbed (Figure 5-168). The STP profile consisted of brown 

(7.5YR 4/2) clay loam topsoil under which was a layer of strong brown (7.5YR 5/6) clay loam 

that appeared to be redeposited subsoil. Below this was a thin level of brown (7.5YR 5/2) sandy 

clay that may have been a buried, deflated A horizon, or may have been further redeposit, which 

sat atop a strong brown (7.5YR 5/6) sandy clay intact sterile subsoil (Figure 5-169). No artifacts 

were recovered and no features were identified in Area 12L. 

FIGURE 5-167: TESTED PORTION OF AREA 12L, LOOKING EAST 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-142 Phase IB Archaeological Survey, ROAF to BBHW 

1.5'

1.0'

0.5

0 Munsell:

Unexcavated

I

II

= Brown (7.5YR 4/2) clay loam

= Strong brown (7.5YR 5/6) clay loam

I

II

III

III = Brown (7.5YR 5/2) sandy clay

IV

IV = Strong brown (7.5YR 5/6) sandy clay

FIGURE 5-169: REPRESENTATIVE SOIL PROFILE FROM AREA 12L, STP 12L-1 

5.12.5 Archaeological Area 12M 

Located north of Ruther Glen on the western side of the existing rail, Area 12M is a small north 

to south oriented area, measuring 792 feet (241.4 m) in length. Area 12M lies within a wooded 

location between an access area running through the woods and the existing rail. With the 

exception of a small portion of low probability at its northern end, the entirety of Area 12M was 

determined by prior predictive modeling to have a moderate potential for archaeological 

deposits. Through most of the area the entire width of the APE lies within the grade from the 

higher surrounding land down to the existing rail (Figure 5-170). A small relatively level area was 

found in which a single judgmental STP was placed (Figure 5-171 and Figure 5-172). Soils in this 

STP were extremely disturbed, consisting of multiple layers of redeposited soil, and the black 

gritty deposits seen in many of the locations near the rail line, which extended all the way to the 

sterile subsoil below (Figure 5-173 and Figure 5-174). No artifacts or features were found, and no 

sites were identified in area 12M. 

5.12.6 Archaeological Area 12Q 

Area 12Q is a long area that begins approximately 1,800 feet (548.6 m) north of Dry Bridge Road 

in Ruther Glen, from there it travels to the south, crossing Dry Bridge Road and covering a total 

distance of 6,700 feet (2,042.2 m). With the exception of the crossing of Dry Bridge, Area 12Q is 

located in a wooded area, primarily in the narrow strip between an access road/pipeline corridor 

and the existing rail. Prior predictive modeling indicated that Area 12Q contained a roughly even 

distribution of sections of high, moderate, and low probability to contain intact archaeological 

deposits, which alternate throughout the area. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

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FIGURE 5-170: TYPICAL SETTING AREA 12M, WITH GRADE OCCUPYING ENTIRETY OF APE, 

LOOKING NORTHEAST 

FIGURE 5-171: LOCATION OF STP 12M-1, LOOKING NORTHEAST 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-145 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-173: STP 12M-1 

2.1'

1.4'

0.7'

0 Munsell:

Unexcavated

I

II

= Black (10YR 2/1) sandy loam

= Very dark grayish brown (10YR 3/2) sandy loam

I

II

III III = Black (10YR 2/1) sandy loam

IV IV = Very dark grayish brown (10YR 3/2) sandy loam

V V = Light yellowish brown (10YR 6/4) sandy loam

FIGURE 5-174: STP 12M-1 PROFILE 

Area 12Q runs through a relatively hilly portion of Caroline county, and the path of the existing 

rail through this area necessitates grading that, along with the presence of buried fiber optic and 

petroleum pipelines precluded testing through most of Area 12Q (Figure 5-175). Small relatively 

level areas within Area 12Q were tested via STPs (Figure 5-176 and Figure 5-177) Five STPs on a 

single transect were excavated in Area 12Q. A number of these STPs were highly disturbed, but 

a typical undisturbed profile within the area contained dark grayish brown (10YR 4/2) silty loam 

topsoil overlying pale yellow (2.5Y 7/3) sandy loam, which overlay a culturally sterile subsoil 

consisting of brownish yellow (10YR 6/6) sandy clay (Figure 5-178). No artifacts or features were 

found and no sites were identified in Area 12Q. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-146 Phase IB Archaeological Survey, ROAF to BBHW 

FIFURE 5-175: TYPICAL SETTING IN AREA 12Q, LOOKING WEST 

FIGURE 5-176: SMALL TESTED AREA IN AREA 12Q, LOOKING SOUTHWEST 

RESULTS OF ARCHAEOLOGICAL SURVEY 

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2.4'

1.6'

0.8'

0 Munsell:

Unexcavated

I

II

= Brownish yellow (10YR 6/6) silty loam

= Pale yellow (2.5Y 7/4) sandy loam

I

II

III

III = Pale yellow (2.5Y 7/3) sand

IV

IV = Brownish yellow (10YR 6/6) sandy clay

FIGURE 5-178: TYPICAL AREA 12Q SOIL PROFILE 

5.12.7 Archaeological Area 12S 

Area 12S straddles Ruther Glen Road in Ruther Glen, just west of I-95. Extending across a length 

of 0.6 miles (1.0 km), Area 12S is located in the wooded areas near the cluster of small farms that 

make up Ruther Glen proper. The largest portion of Area 12S was indicated by prior modeling to 

be of a high probability to contain intact archaeological sites. A slightly smaller portion of the area 

was mapped as moderate probability while only a small portion was mapped as low probability. 

Most of the landscape surrounding the APE in Area 12S is much higher than the existing rail, and 

as such the APE through most of 12S lies within the steep artificial grade down to the rail (Figure 

5-179). However, a small lower area is level enough with the existing rail to allow a short transect 

of STPs to be excavated (Figure 5-180 and Figure 5-181). A total of three STPs was excavated on 

a single transect. A typical STP profile in Area 12S consisted of very dark grayish brown (10YR 

3/2) silty loam topsoil overlying dark yellowish brown (10YR 4/6) silty loam, which overlay a 

yellowish brown (10YR 5/6) sandy loam subsoil (Figure 5-182). 

5.12.8 Archaeological Area 12U 

Area 12U, along with Area 12V is located along the existing rail as it curves from its more 

westward path southwest of Ruther Glen to a north-south path paralleling US Highway 1. Area 

12U is on the north and west side of the rail through this curve and continuing south from there 

covering a distance of 1.2 miles (2.0 km). Throughout this area the natural topographic relief 

varies in elevation but is almost always either substantially above or substantially below the level 

of the existing rail, and as such the APE generally lies within the artificial berm or embankment 

necessary to level the railroad through this area (Figure 5-183). However, a number of small areas 

where the APE leveled out more with the existing rail were tested with judgmental STPs, all of 

which contained soils that were either substantially disturbed or eroded (Figure 5-184 through 

Figure 5-186). This lack of intact soils was the only commonality between the STPs which varied 

otherwise, but an indicative STP consisted of a thin brown (10YR 5/3) sandy loam topsoil, under 

which lay strong brown (7.5YR 5/6) sandy clay which because of its less homogenous texture 

appeared to be redeposited, and which, in turn, overlay a sterile subsoil of reddish yellow (7.5YR 

6/8) sandy clay mottled with gray (10YR 6/1) sandy clay (Figure 5-187). 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-149 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-179: TYPICAL SETTING IN AREA 12S, LOOKING NORTHEAST 

FIGURE 5-180: LOCATION OF STPS IN AREA 12S, LOOKING SOUTHWEST 

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1.5'

1.0'

0.5'

0 Munsell:

Unexcavated

I I = Very dark grayish brown (10YR 3/2) silty loam

II

III

II = Dark yellowish brown (10YR 4/6) silty loam

III = Yellowish brown (10YR 5/6) sandy loam

FIGURE 5-182: REPRESENTATIVE SOIL PROFILE FROM AREA 12S, STP 12S-1 

FIGURE 5-183: AREA 12U ACCESS ROAD AND EMBANKMENT DOWN TO EXISTING RAIL, 

LOOKING NORTH 


RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-154 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-186: LEVEL PORTION WITHIN AREA 12U SUBJECTED TO STP SURVEY, 

LOOKING NORTH 

1.5'

1.0'

0.5'

0 Munsell:

Unexcavated

I

II

= Brown (10YR 5/3) sandy loam

= Strong brown (7.5YR 5/6)

 sandy clay

I

II

III

III = Reddish yellow (7.5YR 6/8)

 mottled with gray (10YR 6/1) 

 sandy clay

FIGURE 5-187: REPRESENTATIVE SOIL PROFILE FROM AREA 12U, STP 12U-2 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-155 Phase IB Archaeological Survey, ROAF to BBHW 

5.12.9 Archaeological Area 12V 

Area 12V is located on the opposite side of the rail from Area 12U, on the interior, eastern side of 

the west to south curve near Ruther Glen. Area 12V extends across a length of 1.1 miles (1.8 km). 

Area 12V is similar in setting to Area 12U, lying mainly in a wooded area, and differs mainly in 

that it is downhill from Area 12U and as such the APE is often even more drastically graded up 

to the existing rail, and in that it contains a substantial utility corridor (Figure 5-188). Because of 

these disturbances STP survey within Area 12V was limited to a few small areas where there was 

a level area within the APE, even though it appeared likely that these level areas were artificially 

graded (Figure 5-189). A total of three STPs was excavated in a single transect in Area 12V (see 

Figure 5-184). The STPs varied in the details of their profiles, but all contained extremely shallow 

A/O horizons overlying dense clays, indicating that the area had been stripped, probably as a 

result of activity relating to the existing railroad (Figure 5-190 and Figure 5-191). No artifacts or 

features were found, and no sites were identified in Area 12V. 

FIGURE 5-188: STEEP GRADE UP TO EXISTING RAIL LINE IN AREA 12V AND ADJACENT 

FIBER OPTIC PIPELINE MARKER, LOOKING WEST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-156 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-189: NARROW LEVEL SPOT CONTAINING STP 12V-2 IN AREA 12V, NOTE 

LOWLYING ACCESS ROAD AND FIBER OPTIC PIPELINE PYLONS, LOOKING NORTH 

FIGURE 5-190: DISTURBANCE NOTED IN STP 12V-2 

 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-157 Phase IB Archaeological Survey, ROAF to BBHW 

1.2'

0.8'

0.4'

0

Munsell:

Unexcavated

I

II

= Very dark grayish brown 

 (10YR 3/2) humic soil

= Brownish yellow (10YR 6/6) 

 mottled with pale brown 

 (10YR 6/3) clay

I

II

FIGURE 5-191: REPRESENTATIVE SOIL PROFILE FROM AREA 12V, STP 12V-2 

5.12.10 Archaeological Area 12X 

Area 12X is located in southern Caroline County and northern Hanover County running north to 

south along the east side of the existing rail line as it approaches and then crosses the North Anna 

River between I-95 and US Highway 1. It measures 1.8 miles (3.0 km) in length. North of the 

North Anna River, Area 12X is in a generally wooded setting, but south of the river it runs 

through a large mulching facility. The entirety of Area 12X was indicated by prior predictive 

modeling to contain a high probability for containing intact archaeological deposits, and it is 

located near and partially within the PotNR boundaries for the Civil War Battle of North Anna 

(042-0123). Several Civil War maps show earthworks near the location of Area 12X, but upon 

visual inspection of the corridor no trace was found of any such earthworks, which have likely 

been destroyed as a result of, for example, the construction and paving around the mulching 

facility just south of the river (Figure 5-192). 

Because Area 12X lies partially within the potential battlefield area, those areas of it that were 

subjected to STP survey were also subjected to metal detector survey. Almost the entirety of Area 

12X is disturbed, lying either in steep grade leading up to the existing rail, or in disturbance 

related to the mulching facility it crosses. There, the existing rail crosses the North Anna on a 

bridge, and is therefore not on a wide berm, the small flood plain to the north of the river was the 

only section were STP survey was performed (Figure 5-193 and Figure 5-194). However even 

here, one of the two potential STP locations was untestable due to disturbance related to the rail 

berm and bridge, and the single STP that was excavated contained soils that were clearly 

disturbed (Figure 5-195). Metal detector survey was also undertaken in this small area and 

produced no artifacts. No artifacts were found and no sites were identified in Area 12X. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-158 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-192: APE IN AREA 12X AT APPROXIMATE LOCATION OF A HISTORICALLY MAPPED 

CIVIL WAR EARTHWORK, LOOKING SOUTHWEST 

FIGURE 5-193: FLOOD PLAIN CONTAINING STPS IN AREAS 12X AND 12Y 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-160 Phase IB Archaeological Survey, ROAF to BBHW 

2.4'

1.6'

0.8'

0

Munsell:

Unexcavated

I

II

= Brown (7.5YR 4/3) silty loam

= Brown (7.5YR 5/4) silty clay

I

II

III

IV

III = Black (10YR 2/1) gritty 

 burnt silty loam

IV = Yellowish brown (7.5YR 5/4) 

 silty clay

FIGURE 5-195: SOIL PROFILE FROM STP 12X-2 

5.12.11 Archaeological Area 12Y 

Area 12Y is located on the western side of the existing rail line, across from Area 12X, but it is 

shorter than, and has a more southerly beginning than Area 12X does. Like Area 12X, 12Y crosses 

the North Anna River, and therefore is partially in Caroline and partially in Hanover County. 

Area 12Y is 1.2 miles (1.9 km) long. North of the North Anna River, Area 12Y lies in a largely 

wooded area, where the existing rail sits high above Long Creek, in an access road, built into the 

side of the tall artificial berm carrying the existing rail line (Figure 5-196). 

FIGURE 5-196: ACCESS ROAD BUILT INTO SIDE OF RAIL-BERM IN 

AREA 12Y, LOOKING SOUTH 
RESULTS OF ARCHAEOLOGICAL SURVEY

D.C. to Richmond Southeast High Speed Rail 5-161 Phase IB Archaeological Survey, ROAF to BBHW 

To the south of the North Anna River, Area 12Y lies in the access roads and ditches related to a 

series of industrial facilities. Because of these disturbances Area 12Y, like Area 12X, is testable 

only in the small flood plain on the north side of the North Anna River (see Figure 5-193). Also 

as in Area 12X, 12Y lies near and partially in the PotNR boundaries for Battle of North Anna 

Battlefield (041-0123), and so any area where STP survey was performed was also surveyed by 

metal detector. Two STPs on a single transect were excavated in Area 12Y (see Figure 5-194). The 

two STPs contained different profiles, but both contained the deep soils that would normally be 

associated with both a flood plain, and with drainage coming down off the tall rail berm (Figure 

5-197). No artifacts or features were found, nor were any sites identified in Area 12Y.

2.4'

1.6'

0.8'

0

Munsell:

Unexcavated

I

II

= Brown (7.5YR 4/3) sandy clay

 loam with mica

= Pinkish gray (7.5YR 6/2) sandy

 clay with various inclusions

I

II

FIGURE 5-197: SOIL PROFILE FROM STP 12Y-2 

5.12.12 Site 44CE0837

5.12.12.1 Site Description 

Site 44CE0837 is a small scatter of historic artifacts (n=5) recovered from three positive STPs and 

a single surface collection. Located just west of Penola Road on the north side of the existing rail 

line within archaeological survey Area 12J, the positive STPs and surface collection comprising 

site 44CE0837 are located between the existing rail line and a set of dilapidated buildings, just 

outside the archaeological APE, but within the architectural APE. These buildings, an industrial 

site (016-5119), were recorded during the accompanying architectural reconnaissance survey of 

the MDND segment (Manning and Salvato 2016). 

The archaeological site and the architectural resource lie within a larger wooded area, containing 

a mix of evergreen and deciduous trees, with relatively dense undergrowth and brambles. Seven 

STPs were excavated within the boundaries of site 44CE0837, within the APE (see Figure 5-160 

and Figure 5-198). STP profiles varied slightly throughout the site, but a typical STP consisted of 

very dark grayish brown (2.5Y 3/2) sandy loam topsoil overlying light 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-163 Phase IB Archaeological Survey, ROAF to BBHW 

olive brown (2.5Y 5/3) sandy loam which overlay a culturally sterile subsoil consisting of olive 

yellow (2.5Y 6/6) silty clay mottled with yellow (10YR 7/8) silty clay. All artifacts within the site 

were found within the topsoil or on the surface (Figure 5-199). A number of STPs within the site 

showed considerable disturbance, containing inclusions of the black gritty deposits that were 

found in many disturbed contexts near the existing rail. 

1.2'

0.8'

0.4'

0

Munsell:

Unexcavated

I

II

= Very dark grayish brown (2.5Y 3/2) 

 silty loam

= Olive yellow (2.5Y 6/6) silty clay

I

II

FIGURE 5-199: REPRESENTATIVE SOIL PROFILE FROM SITE 44CE0837, STP 12J-1 

Current archaeological site boundaries were defined by an untestable portion of the corridor to 

the east, where the APE lies entirely within the grade between the surrounding natural surfaces 

and the existing rail, or within disturbance related to modern farm equipment, and by negative 

shovel tests to the west (Figure 5-200). To the south the site is bounded by the APE and by the 

disturbance related to the existing railroad (and the railroad itself). To the north, the 

archaeological site, as identified by this survey, is bounded by the APE boundary, but the site 

presumably is related to and continues into the series of buildings comprising architectural 

resource 016-5119 (Figure 5-201). Because of the presence of this architectural resource, with a 

similar temporal affiliation, spanning the distance between them, the STPs in the area were 

mapped as a single site, in spite of the negative STPs between them. The site measures 200 feet 

(60.9 m) east-west by 25 feet (7.6 m) north-south and lies on generally level ground. The site is 

located within a portion of Area 12J mapped as containing a moderate probability for containing 

archaeological deposits during prior predictive modeling. 

The artifact assemblage consists of five artifacts, and includes nails (n=2), a porcelain fragment 

(n=1), an unidentifiable iron alloy fragment, and a solarized glass bottle (n=1) (Figure 5-202). The 

majority of the artifacts are not useful as specific temporal diagnostics, but the bottle, from 

Richmond Company “E.A. Saunders and Sons” who sold whiskey, among other things, likely 

dates from between 1895 and 1905, dates which are roughly consistent with the nearby buildings 

which are shown on the first available historical topographical map of the area in 1918. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-164 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-200: SITE 44CE0837, LOOKING WEST 

FIGURE 5-201: STEAM ENGINE OR BOILER ATTACHED TO BUILDING 

ADJACENT TO SITE 44CE0837 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-165 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-202: E.A. SAUNDERS & SONS BOTTLE FROM SITE 44CE0837 

5.12.12.2 Evaluation and Significance 

The artifact assemblage from site 44CE0837 has little diagnostic value as to the use of the site, as 

the artifacts would be consistent with almost any type of historic occupation, and only the glass 

bottle has a narrow temporal diagnostic range. Given the proximity to the industrial buildings, 

a mill or similar business it appears, and the consistent temporal affiliation between the artifacts 

and the buildings, it is reasonable to conclude that they are related to the same occupation, and 

that therefore site 44CE0837 is related to the commercial/industrial use of architectural resource 

016-5119. Given the extremely small number of artifacts and the number of negative STPs within 

the site, and the presence of the buildings just outside the archaeological APE, it is likely that the 

STPs in site 44CE0837 are on the outside edge of the site and that the site center is likely located 

within the area containing the buildings, which themselves have been recommended not eligible 

for NRHP listing (see Manning and Salvato 2016). A number of STP profiles within the site also 

appeared to be substantially disturbed, likely from activity related to the existing railroad. 

The very low artifact density, the evidence for significant disturbance and the absence of surface 

or subsurface features indicate that the site does not exhibit the potential to yield significant 

information on settlement patterns or domestic life during the historic period in Caroline County 

Virginia (Criterion D). There are also no significant associations between these deposits and a 

significant historical event or patterns of events (Criterion A). There are no associations with 

significant persons (Criterion B), and the deposits do not illustrate the distinctive characteristics 

of a type, period, or method of construction (Criterion C). As such, the portion of site 44CE0837 

within the APE is recommended not eligible for listing on the NRHP. DHR concurred with this 

recommendation in a letter dated October 11, 2016.

5.12.13 Site 44CE0838 

5.12.13.1 Site Description 

Site 44CE0838 is a small scatter of historic artifacts (n=4) recovered from two positive STPs, 

located east of Penola Road on the north side of the existing rail line within Area 12I. Site 

44CE0838 is located in a small clearing in an otherwise wooded section of Area 12I approximately 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-166 Phase IB Archaeological Survey, ROAF to BBHW 

1,300 feet (396.2 m) northeast of Penola Road. Two STPs were excavated within site 44CE0838 

(see Figure 5-162 and Figure 5-198). Profiles within both STPs indicated that the soils were 

disturbed. A typical profile indicative of this disturbance consisted of black (10YR 2/1) silty loam 

sitting atop a sharply bounded level of grayish brown (10YR 5/2) sandy clay, under which was a 

band of brownish yellow (10YR 6/6) sandy clay, which sat atop yellow (10YR 7/6) clay subsoil 

(Figure 5-203 and Figure 5-204). 

2.4'

1.6'

0.8'

0

Munsell:

Unexcavated

I

II

= Black (10YR 2/1) silty loam

= Grayish brown (10YR 5/2) sandy clay

I

II

III

IV

III = Brownish yellow (10YR 6/6) sandy clay

IV = Yellow (10YR 7/6) clay

FIGURE 5-203: SOIL PROFILE FROM SITE 44CE0838, STP 12I-4 

FIGURE 5-204: EXCAVATED SHOVEL TEST FROM SITE 44CE0838 (STP 12I-4) SHOWING 

SUBSURFACE DISTURBANCE 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-167 Phase IB Archaeological Survey, ROAF to BBHW 

Site 44CE0838 was bounded to the east and west by negative STPs, and to the north and south by 

the boundaries of the APE. The site, which measures 50 feet (15.2 m) east to west by 25 feet (7.6 

m) north-south and lies on generally level ground in an area where the level of the rail is raised 

only minimally above the level of the surrounding land (Figure 5-205). The site is located within 

a location mapped as containing a moderate probability for containing archaeological deposits 

during predictive modeling. 

FIGURE 5-205: SITE 44CE0838, LOOKING WEST 

The artifact assemblage consists of four artifacts, and includes ceramics (n=2) (one terra cotta 

fragment and one burnt whiteware fragment), a cut nail (n=1) and an unidentifiable metal object 

(n=1). Given that even the most plentiful artifact type included only two artifacts, this assemblage 

is insufficient to draw any inferences as to the nature or temporal association of the occupation(s) 

represented by the assemblage. 

5.12.13.2 Evaluation and Significance 

As with nearby site 44CE0837, the artifact assemblage for site 44CE0838 has little diagnostic value 

as to the use of the site, as the artifacts would be consistent with almost any type of historic 

occupation. Furthermore, the two temporally diagnostic artifacts both represent a very broad 

period of history and taken together can only indicate that there was some occupation in the site 

after the early nineteenth century. Particularly when the disturbed soils and the proximity to the 

railroad are considered, nothing more can be said about this ephemeral artifact scatter than that 

it represents some nearby historic occupation, likely dating to the last three quarters of the 

nineteenth century. 

The very low artifact density, the evidence for significant disturbance and the absence of surface 

or subsurface features indicate that the site does not exhibit the potential to yield significant 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-168 Phase IB Archaeological Survey, ROAF to BBHW 

information on settlement patterns or domestic life during the historic period in Caroline County 

Virginia (Criterion D). There are also no significant associations between these deposits and a 

significant historical event or patterns of events (Criterion A). There are no associations with 

significant persons (Criterion B), and the deposits do not illustrate the distinctive characteristics 

of a type, period, or method of construction (Criterion C). As such, site 44CE0838 is recommended 

not eligible for listing on the NRHP. DHR concurred with this recommendation in a letter dated 

October 11, 2016.

5.12.14 ISF 12-1 

Subsurface testing in Area 12H resulted in the collection of a single artifact from STP 12H-1, a nail 

of indeterminate manufacture. All subsequent radial testing was negative for additional cultural 

materials. In general, isolated finds are not an indication of cultural activity and, thus, are not 

assigned site numbers and not considered eligible for the NRHP. 

5.13 NORTH DOSWELL TO ELMONT (NDEL/13) 

The NDEL segment of the DC2RVA corridor is located entirely in Hanover County. Its northern 

end is located on the northern outskirts of Doswell, approximately 0.5 miles (0.9 km) south of the 

North Anna River. From there it continues to the south, following the existing rail line, and 

making only one substantial turn, toward the southwest as it passes Doswell, continuing from 

there towards Elmont, ending approximately 0.5 miles (0.9 km) north of the Hanover-Henrico 

County border. The NDEL segment extends across a total distance of 12.2 miles (19.6 km), 

encompassing a total of 156.1 acres (63.2 ha). Based on the prior predictive modeling, high 

probability areas cover 10.2 acres (4.1 ha), moderate probability 2.1 acres (0.8 ha), and low 

probability areas cover 0.5 acres (0.2ha). Approximately 143.3 acres (58.0 ha) were classified as 

having no potential for intact archaeological sites. The NDEL segment consists of 20 

archaeological areas, given alphanumeric designations 13A through 13T (Figure 5-206 and Figure 

5-207). Of these, only six, Areas 13I, 13J, 13P, 13R, 13S and 13T, warranted subsurface testing. 

Like much of the DC2RVA APE as a whole, substantial portions of the NDEL segment were 

untestable due to existing disturbances, mainly consisting of the grading and embankments 

required by the existing railroad, but other localized disturbances were encountered as well. 

Areas 13A, 13B, 13E, 13F, 13G, and 13K were untestable primarily because the entirety of the 

APE’s width through the majority of these areas lay entirely within the embankments leading 

from the existing rail, to the different elevation of the surrounding land (Figure 5-208). Areas 13C, 

13L, 13M, and 13N were disturbed almost entirely by gravel roads paralleling the existing 

railroad (Figure 5-209). Areas 13H and 13Q were largely inundated (Figure 5-210). Area 13O lay 

in a narrow strip of front lawns in Ashland which contained buried utilities (Figure 5-211). Area 

13D was not tested as it was prohibitively narrow at a maximum width of 4.0 feet (1.2 m) and 

thus did not meet survey criteria. 

Of the twenty areas making up the NDEL segment, six areas, 13I, 13J, 13P, 13R, 13S, and 13T 

contained testable undisturbed areas large enough to allow for subsurface testing. The NDEL 

segment, as a whole, moves from the still mainly rural environs of Doswell, through the town of 

Ashland and into Elmont which lies in the northern suburbs of Richmond. Even those areas 

within the NDEL segment which were tested were, for the most part, disturbed. The NDEL 

segment crosses or approaches a number of streams, notably the South Anna River (Figure 5-

212). 


RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-171 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-208: SLOPE DISTURBANCE IN THE NDEL APE: AREA 13A, LOOKING SOUTHWEST; 

AREA 13B, LOOKING SOUTH; AREA 13E, LOOKING SOUTH; AREA 13F, LOOKING SOUTH; 

AREA 13G, LOOKING SOUTH; AND AREA 13K, LOOKING NORTH 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-172 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-209: GRAVEL ROAD DISTURBANCE IN THE NDEL APE: AREA 13C, LOOKING 

SOUTH; AREA 13L LOOKING NORTH; AREA 13M, LOOKING SOUTH; AND AREA 13N, LOOKING 

SOUTH 

FIGURE 5-210: INUNDATION IN THE NDEL APE: AREA 13H, LOOKING NORTH; AND AREA 

13Q, LOOKING SOUTH 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-173 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-211: APE IN ASHLAND IN AREA 13O, LOOKING NORTH 

FIGURE 5-212: RAILROAD BRIDGE OVER SOUTH ANNA RIVER FROM AREA 13G, 

 LOOKING SOUTHWEST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-174 Phase IB Archaeological Survey, ROAF to BBHW 

A total of 22 shovel tests was excavated in the NDEL segment. No portion of the segment was 

wide enough to require more than a single transect of STPs, which were placed following the 

contours of the existing rail corridor. The average STP depth in this area was 1.4 feet (42.6 cm) 

deep, with a maximum depth of 2.6 feet (79.2 cm). A horizon depths ranged from 0.1 feet (3.0 cm) 

to 2.2 feet (67.1 cm) with an average depth of 0.8 feet (24.4 cm). Stratigraphy varied greatly across 

this area, as might be expected from such a small testable sample over such a large geographic 

area. No artifacts were recovered from the NDEL segment and no sites were identified. 

5.13.1 Archaeological Area 13I 

Area 13I is a long, relatively straight, north-south oriented area on the western side of the existing 

rail line, in a wooded area between Elletts Crossing Road and the South Anna River. The northern 

end of Area 13I is approximately 1,100 feet (335.3 m) south of the South Anna River, and its 

southern end is approximately 100 feet (30.5 m) north of Elletts Crossing Road. Predictive 

modeling indicated this area is roughly evenly divided between high and moderate probability 

for archaeological sites. Area 13I is 0.98 miles (1.6 km) long. Most of Area 13I was untestable as 

its entire width (never more than 12 feet [3.7 m] wide) lay in the graded berm carrying the existing 

railroad line (Figure 5-213); however, in a small area enough of the APE width lay outside this 

berm as to permit the excavation of a single STP (Figure 5-214 and Figure 5-215). The soils in this 

STP appeared to be disturbed, as it consisted of a thin very dark grayish brown (10YR 3/2) sand 

topsoil overlying a layer of mixed pockets of brown (7.5YR 5/4) and strong brown (7.5YR 5/6) 

sandy clay, with coal inclusions. Beneath this lay strong brown (7.5YR 5/8) sandy clay that 

appeared to be intact subsoil (Figure 5-216). No artifacts or features were found and no sites were 

identified in Area 13I. 

FIGURE 5-213: BERM CONTAINING APE WIDTH IN AREA 13I, LOOKING EAST 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-176 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-215: AREA CONTAINING STP 13I-1, LOOKING NORTHEAST 

1.2'

0.8'

0.4'

0

Munsell:

Unexcavated

I

II

= Very dark grayish brown (10YR 3/2) sand

= Brown (7.5YR 5/4) mottled with strong

 brown (7.5YR 5/8) sandy clay with coal

 inclusions

I

II

III

III = Strong brown (7.5YR 5/8) sandy clay

FIGURE 5-216: SOIL PROFILE FROM AREA 13I 

5.13.2 Archaeological Area 13J 

Area 13J is located on the east side of the existing rail in a wooded area just north of Ashland. The 

northern end of Area 13J is approximately 0.64 miles (1036.3m) south of U.S. Highway 1’s crossing 

of the existing rail line, and the southern end of Area 13J is approximately 1,300 feet (396.2 m) 

north of Henry Street. Area 13J extends across a length of 3,377 feet (1,029.3 m) which, according 

to prior predictive modeling, is roughly evenly divided between portions of high, moderate, and 

low probability for containing intact archaeological deposits. The overall character of Area 13J, a 

large wedge of land between the existing rail, U.S Highway 1, and Henry street, is mainly an area 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-177 Phase IB Archaeological Survey, ROAF to BBHW 

of mixed woods, with some agricultural fields, but this small area is surrounded by suburban 

development. Almost the entirety of Area 13J was untestable as the narrow width of the APE in 

Area 13J lies almost entirely within the steep embankment leading from the surrounding land 

down to the existing rail line (Figure 5-217). However, a small relatively level area was found in 

which to place an STP, though even here soils, once excavated, were clearly substantially 

disturbed (Figure 5-218 and Figure 5-219). The profile of the single STP excavated within Area 

13J consisted of a layer of very dark gray (10YR 3/1) sandy loam, containing a high percentage of 

gravel, which extended over 1 foot (30.5 cm) and under which lay yellowish brown (10YR 5/6) 

sandy clay subsoil. No artifacts or features were found and no sites were identified in Area 13J. 

FIGURE 5-217: TYPICAL VIEW OF UNTESTABLE PORTIONS OF AREA 13J, WITH ENTIRE APE 

WIDTH LYING IN EMBANKMENT, LOOKING NORTH 

5.13.3 Archaeological Area 13P 

Area 13P is located on the eastern side of the existing rail line, just south of downtown Ashland. 

Set in a small agricultural field just north of a small industrial facility, Area 13P is 1,052 feet (320.6 

m) long. Area 13P lies mainly between an access road running along the edge of that field and 

the existing railroad (Figure 5-220). Prior predictive modeling indicated that the entirety of Area 

13P contained a high probability for intact archaeological deposits. Most of this area is 

extensively disturbed, presumably from activity related to either the existing railroad or the 

industrial facility, as well as from buried utility lines. A small area in the northern end of Area 

13P appeared to be less disturbed and STP survey was performed in this location (Figure 5-221 

and Figure 5-222). Two STPs were excavated on a single transect. Both of these STPs had to be 

terminated at very shallow depths as the thin, apparently undisturbed topsoil, actually overlay 

extremely compacted disturbed soils and gravel. No artifacts or features were found and no sites 

were identified in area 13P. 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-179 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-219: SMALL LEVEL AREA CONTAINING STP 13J1, LOOKING NORTH 

FIGURE 5-220: TYPICAL SETTING IN AREA 13P, LOOKING WEST 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-181 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-222: TESTED PORTION OF AREA 13P, LOOKING SOUTH 

5.13.4 Archaeological Area 13R 

Area 13R is a north to south oriented area located on the east side of the existing rail line as it runs 

through a relatively large wooded area just north of Elmont. Area 13R begins approximately 3,600 

feet (1,097.3 m) north of Elmont Road, and ends approximately 2,200 feet (670.6 m) north of 

Elmont Road, covering a total length of 1,427 feet (435.0 m). Predictive modeling indicated that 

most of Area 13R had a high probability to contain intact archaeological deposits, with a small 

section of moderate probability at its southern end. With the exception of a small portion that 

crosses an area that has been cleared to accommodate a power transmission line, the entirety of 

Area 13R is in a wooded setting. Throughout most of this area, which at approximately 6 feet (1.8 

m) wide was only just wide enough to meet the threshold for testing, the APE’s width lies within 

disturbances and grading related to the existing railroad line (Figure 5-223). A small area where 

the APE traverses a relatively level and not so obviously disturbed setting was tested with STPs, 

but the majority of these were substantially disturbed. Four STPs were excavated on a single 

transect (Figure 5-224 and Figure 5-225). A typical STP demonstrating the level of disturbance in 

the area consisted of black (10YR 2/1) sand with 50 percent gravels, lying atop a heavily disturbed 

layer containing a mix of varied pockets of sands and clays (Figure 5-226 and Figure 5-227). No 

artifacts or features were found and no sites were discovered in area 13R. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-182 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-223: TYPICAL SETTING IN AREA 13R WITH APE WIDTH LYING IN GRADE OR 

UTILITY CORRIDOR, LOOKING NORTH 

FIGURE 5-224: TESTED PORTION OF AREA 13R, LOOKING NORTH 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-184 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-226: DETAIL OF DISTURBED PROFILE OF STP 13R-2 

1.5'

1.0'

0.5'

0

Munsell:

Unexcavated

I

II

= Black (10YR 2/1) sand with 50% gravels

= Mix of olive brown (2.5Y 4/3) with black

 (10YR 2/1) and light yellowish brown

 (10YR 6/4) sandy loamy clay

I

II

FIGURE 5-227: SOIL PROFILE FROM STP 13R-2 

5.13.5 Archaeological Area 13S 

Area 13S is located on the east side of the existing rail, beginning approximately 500 feet (152.4 

m) south of the end of Area 13R, and continuing to the south, ending approximately 370 feet 

(112.8 m) north of Elmont Road, covering a total distance of 1,335 feet (407.0 m). Area 13S is 

located at a transition from the more wooded/rural settings between Ashland and Elmont, and 

the Richmond suburbs which become denser moving south from this point onward. Prior 

predictive modeling indicated that Area 13S included portions that had both high and moderate 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-185 Phase IB Archaeological Survey, ROAF to BBHW 

probability of containing intact archaeological deposits. The majority of this area is disturbed and, 

as a result untestable, with graveled access roads, and grading associated with the existing 

railroad preventing STP survey (Figure 5-228). A number of STPs were placed in areas that were 

not as obviously disturbed (Figure 5-229 and Figure 5-230). Excavation of these STPs indicated 

that these areas were also likely disturbed, most likely as a result of the same railroad-paralleling 

access road that is more obvious in the southern portion of the area. A notable profile 

demonstrating this consisted of a very dark gray (10YR 3/1) sandy loam overlying a charcoal lens 

which overlay a yellowish brown (10YR 5/8 ) sandy clay subsoil that was encountered at a depth 

of only 0.4 feet (12 cm) (Figure 5-231). Three STPs were excavated on a single transect in Area 13S, 

yielding no artifacts. No features were found, and no sites were identified in Area 13S. 

FIGURE 5-228: UNTESTED SOUTHERN PORTION OF AREA 13S, TYPICAL OF MOST OF AREA, 

LOOKING SOUTH 

5.13.6 Archaeological Area 13T 

Area 13T, the southernmost archaeological area in the NDEL segment, is located on the west side 

of the existing rail line, beginning just south of Cedar Lane, and ending at the beginning the ELGN 

segment, where Area 13T is contiguous with Area 14A. Area 13T has a total length of 361 feet 

(110.0 m) and was mapped during predictive modeling as having a mix of high and moderate 

probability for containing archaeological sites, with a slight predominance of moderate 

probability. 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-187 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-230: SMALL TESTED STRIP IN AREA 13S, LOOKING NORTH 

1.2'

0.8'

0.4'

0

Munsell:

Unexcavated

I = Very dark gray (10YR 3/1) sandy loam

I

II

III

IV

II = Charcoal lens

III = Yellowish brown (10YR 5/8) sandy clay

IV = Strong brown (7.5YR 5/8) saprolite

FIGURE 5-231: REPRESENTATIVE SOIL PROFILE FROM AREA 13S , STP 13S-1 

Area 13T is separated from the large grassy field belonging to a residence by a small tree line, and 

is itself located in a primarily grassy area (Figure 5-232 and Figure 5-233). The entirety of area 13T 

was tested via shovel test survey, as it appeared to be largely undisturbed. A total of 11 STPs was 

excavated in area 13T on a single transect. A number of these STPs, while not containing obvious 

evidence of disturbance, contained extremely deep topsoil layers, which indicated that the area 

may have been filled in with soil in order to maintain the level of the surrounding field, other 

STPs contained more direct evidence of disturbance (Figure 5-234). No artifacts or features were 

found and no sites were identified in Area 13T. 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-189 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-233: AREA 13T, LOOKING SOUTH 

1.5'

1.0'

0.5'

0

Munsell:

Unexcavated

I = Dark grayish brown (10YR 4/2) sandy

 loam with yellowish brown (10YR 5/8)

 clumps

I

II

III

IV

II = Yellowish brown (10YR 5/8) mottled with

 gray (10YR 6/1) and light gray (10YR 7/2)

 sandy clay

III = Brown (10YR 5/3) mottled with gray

 (10YR 5/1) sandy clay

IV = Strong brown (7.5YR 5/6) clay sand

FIGURE 5-234: REPRESENTATIVE SOIL PROFILE FROM AREA 13T, STP 13T-10 

5.14 ELMONT TO GREENDALE (ELGN/14) 

The ELGN segment of the DC2RVA corridor is located almost entirely in Henrico County, with 

a small portion located at the far southern end of Hanover County (Figure 5-235). The northern 

end of the ELGN segment is located in Elmont, approximately 2,500 feet (883.9 m) north of the 

Hanover-Henrico County border. From there it meanders south, along the existing rail corridor, 

ending in Glen Allen approximately 1,100 feet (335.3 m) south of Hungary Road. The ELGN 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-191 Phase IB Archaeological Survey, ROAF to BBHW 

segment extends across a total distance of 4.9 miles (7.9 km) and encompassed a total of 56.9 acres 

(22.7 ha). Based on the prior predictive modeling, high probability areas cover 1.6 acres (0.6ha), 

moderate probability areas cover 2.7 acres (1.1 ha) and low probability areas cover 0.3 acres (0.1 

ha). A total of 52.3 acres (21.2 ha) was classified as having no potential for containing 

archaeological sites. The ELGN segment consists of 12 archaeological areas, given alphanumeric 

designations Areas 14A through 14L. Of these, only three, Areas 14A, 14G, and 14I required 

subsurface testing. 

Like much of the DC2RVA project corridor as a whole, substantial portions of the ELGN segment 

were untestable due to existing disturbances, mainly consisting of the grading and embankments 

required by the existing railroad, but other localized disturbances were encountered as well. 

Areas 14B, 14C, 14D, 14H, and 14J were disturbed mainly by the APE width lying in grading from 

the existing rail line and in standing water (Figure 5-236). Areas 14F, 14K, and 14L were also 

largely disturbed by grading up to or down to the existing railroad and contained sections of 

buried utilities (Figure 5-237). Areas 14J and 14K are located partially within the Yellow Tavern 

Battlefield (043-5320). Following DHR guidance, when possible, the PotNR boundaries for 

battlefields established by the ABPP were used as resource boundaries; however, there are no 

ABPP-defined PotNR boundaries on file for the Yellow Tavern Battlefield. As such, the 

boundaries on file with DHR were used for this resource. Because these areas within the 

battlefield exhibited significant disturbance no shovel testing or metal detector survey was 

undertaken in these locations. Area 14H was not tested as it was prohibitively narrow and thus 

did not meet survey criteria. 

Of the twelve areas making up ELGN, three areas, 14A, 14G, and 14I, contained undisturbed areas 

large enough to allow for subsurface testing. The setting of Area 14 is mainly suburban, often 

lying in small wooded areas separating housing developments from the existing rail line. A 

number of streams cross or approach the APE within the ELGN segment, notably the 

Chickahominy River, which forms the boundary between Henrico and Hanover Counties. 

A total of 14 shovel tests was excavated in the ELGN segment. No portion of the segment was 

wide enough to require more than a single transect of STPs, which were placed following the 

contours of the rail corridor. The average STP depth in this area was 1.2 feet (36.6 cm) with a 

maximum depth of 1.7 feet (51.8 cm). A horizon depths ranged from 0.1 feet (3.0 cm) to 0.8 feet 

(24.4 cm) with an average depth of 0.3 feet (9.1 cm). Stratigraphy varied greatly across this area, 

as might be expected from such a small testable sample over such a large geographic area. No 

artifacts were recovered from the ELGN segment and no sites were identified. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-192 Phase IB Archaeological Survey, ROAF to BBHW 

 

FIGURE 5-236: GRADING AND STANDING WATER DISTURBANCE IN THE ELGN APE: AREA 

14B, LOOKING SOUTHWEST; AREA 14C, LOOKING SOUTH; AREA 14D, LOOKING 

NORTHEAST; AREA 14E, LOOKING SOUTH; AREA 14H, LOOKING NORTH; AND AREA 14J, 

LOOKING EAST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-193 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-237: GRADING AND UTILITY DISTURBANCE IN THE ELGN APE: AREA 14F, 

LOOKING NORTHEAST AND SOUTHEAST; AREA 14K, LOOKING SOUTHEAST; AND AREA 14L, 

LOOKING NORTH 

5.14.1 Archaeological Area 14A 

Area 14A is the northernmost area in the ELGN segment, and is contiguous with Area 13T 

(discussed above). Area 14A begins in a wooded area approximately 400 feet (121.9 m) south of 

Elmont Road, and runs south from there extending 2,411 feet, ending approximately 150 feet (45.7 

m) north of the Chickahominy River. This area was largely untestable, with the APE falling in the 

artificial grading between the natural surrounding land and the existing rail line (Figure 5-238). 

Where the surrounding natural ground surface was more level with the existing rail line, allowing 

the APE to fall into more level ground, STPs were excavated (Figure 5-239). Nine STPs were 

excavated on a single transect (see Figure 5-232). Soils differed notably from STP to STP within 

Area 14A, but almost all showed evidence of disturbance, and the surface appeared to be either 

the remains of an access road or of another graded area related to the existing rail (Figure 5-240). 

An STP indicative of this disturbance contained a shallow topsoil of very dark grayish brown 

(10YR 3.2) sandy loam, overlying a dense layer of mixed pockets of clearly redeposited hydric 

clays and sands, primarily light yellowish brown (10YR 6/4) sandy clay and gray (10YR 6/1) 

sandy clay (Figure 5-241). No artifacts or features were found and no sites were identified in 14A. 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-194 Phase IB Archaeological Survey, ROAF to BBHW 

 

FIGURE 5-238: GRADE CONTAINING APE WIDTH IN AREA 14A, LOOKING SOUTHEAST 

FIGURE 5-239: LEVEL AREA SUBJECTED TO STP SURVEY IN AREA 14A, LOOKING NORTH
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-195 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-240: DISTRUBANCE EVIDENT IN STP 14A-7 

1.5'

1.0'

0.5'

0

Munsell:

Unexcavated

I = Black (10YR 2/1) with pockets of yellowish

 brown (10YR 5/6) sandy loam

I

II II = Black (10YR 2/1) railroad grit with

 compacted gravel impass at 1.1

FIGURE 5-241: REPRESENTATIVE SOIL PROFILE FROM AREA 14A, STP 14-7 

5.14.2 Archaeological Area 14G 

Area 14G is located on the west side of the existing rail in a wooded area, lying between a newer 

subdivision and the existing rail, just north of I-295 in Glen Allen. The northern end of Area 14G 

is approximately 1,200 feet (365.8 m) south of Mill Road’s crossing of the existing rail line, and 

the southern end of Area 14G is approximately 240 feet (73.2 m) north of I-295. Area 14G extends 

across a length of 2,217 feet (675.7 m) which, according to predictive modeling, includes areas of 

high, moderate, and low probability for containing intact archaeological deposits, though high 

probability areas predominate. Area 14G lies in a relatively level area of evergreen woods. Large 

portions of Area 14G were untestable as they lay in either grading between the existing rail line 

and the surrounding natural surface or under standing water (Figure 5-242). In a small portion of 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-196 Phase IB Archaeological Survey, ROAF to BBHW 

Area 14G these disturbances did not occupy the entire APE, and STP survey was undertaken 

(Figure 5-243 and Figure 5-244). Four STPs were excavated on a single transect. The soil profiles 

varied in each STP, but all appeared to be disturbed (Figure 5-245). An STP profile exemplifying 

this disturbance consisted of repeated layers of mixed disturbed soils, overlying a dense layer of 

the black gritty strata that was found throughout the DC2RVA corridor APE (Figure 5-246). No 

artifacts or features were found and no sites were identified in Area 14G. 

FIGURE 5-242: TYPICAL VIEW OF DISTURBED SECTIONS WITHIN AREA 

14G, LOOKING SOUTH 

5.14.3 Archaeological Area 14I 

Area 14I is located on the eastern side of the existing rail line, south of I-295 in Glen Allen. Area 

14I is set in a wooded area between a series of residential cul-de-sacs and the existing rail line. 

Area 14I is 1,110 feet (338.3 m) long, and was mapped during prior predicting modeling as being 

almost equally divided between sections mapped as high and moderate probability to contain 

intact archaeological sites. Area 14I is very narrow, less than 8 feet (2.4 m) wide and the majority 

of the area lies in either the ditch adjacent to the railroad grade, or in the grading back up out of 

that ditch (Figure 5-247). In a small part of Area 14I, the grading narrows enough that some of the 

APE lies in the level ground outside of the grading, and STP survey was undertaken in this small 

area (Figure 5-248 and Figure 5-249). Two STPs were excavated on a single transect. Both STPs 

were disturbed (Figure 5-250). No artifacts or features were found and no sites were identified in 

Area 14I. 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-198 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-244: TESTABLE PORTION IN AREA 14G, LOOKING SOUTH 

FIGURE 5-245: DISTURBANCE EVIDENT WITHIN THE SOIL PROFILE OF STP 14G-1 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-199 Phase IB Archaeological Survey, ROAF to BBHW 

1.5'

1.0'

0.5'

0

Munsell:

Unexcavated

I = Very dusky red (2.5YR 2.5/2) sandy

 silty loam

I

II II = Brownish yellow (10YR 6/6) mottled with

 dark grayish brown (10YR 4/1) and black

 (10YR 2/1) sandy loam

III

IV

V

III = Very dusky red (2.5YR 2.5/2) mottled

 with brownish yellow (10YR 6/6) and

 dark grayish brown (10YR 4/2) sandy loam

IV = Black (10YR 2/1) sandy loam

V = Gray (10YR 6/1) mottled with yellowish

 brown (10YR 5/6) oxidation sandy loam

FIGURE 5-246: REPRESENTATIVE SOIL PROFILE FROM AREA 14G, STP 14G-1 

FIGURE 5-247: ACCESS ROAD AND DITCH IN AREA 14I, LOOKING SOUTH 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-201 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-249: SHOVEL TESTED PORTION OF AREA 14I, LOOKING NORTH 

1.2'

0.8'

0.4'

0

Munsell:

Unexcavated

I = Very dusky red (2.5YR 2.5/2) sandy loam 

 with 30% gravels

I

II = Gray (10YR 6/1) with 40% brownish yellow

 (10YR 6/6) sandy clay

II

FIGURE 5-250: REPRESENTATIVE SOIL PROFILE FROM AREA 14I, STP 14I-1 

5.15 GREENDALE TO SAY/WAY (GNSA/15) 

The GNSA segment of the DC2RVA corridor is located in Henrico County and Richmond, 

although the archaeological testing areas within the GNSA segment are all located in Henrico 

County (Figure 5-251). The northern end of the GNSA segment is located in Glen Allen 

approximately 1,100 feet (335.3 m) south of Hungary Road. The southern end is located in 

Richmond, near the interchange of I-64 and Boulevard. The GNSA segment extends across a 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-203 Phase IB Archaeological Survey, ROAF to BBHW 

total distance of 5.6 miles (9.0 km), with the tested segments of it totaling 0.92 miles (1.5 km), 

encompassing a total of 0.6 acres (0.2 ha). Based on the prior predictive modeling, high probability 

areas for intact archaeological deposits cover 0.2 acres (0.61 ha) and moderate probability areas 

cover 0.4 acres (0.2 ha). A total of 66.4 acres (26.9 ha) was classified as having no potential for 

containing archaeological sites. The GNSA segment APE consists of four archaeological areas, 

given alphanumeric designations Areas 15A through 15D. Of these, only one, Area 15B, required 

subsurface testing. 

Like much of the DC2RVA project corridor as a whole, substantial portions of the GNSA segment 

are untestable due to existing disturbances, mainly consisting of the grading and embankments 

required by the existing railroad, but other localized disturbances were encountered as well. The 

setting of the GNSA segment as the suburbs north of Richmond transition into the urban areas 

within Richmond, was almost entirely disturbed, to such an extent that only a single STP was 

excavated in the entire area. Area 15A was disturbed mainly by the presence of a gravel access 

road, paralleling the existing rail and by the ditch lying between that road and the existing rail 

(Figure 5-252). Area 15C was located within a small artificial berm surrounded by standing water, 

and area 15D was located in a disturbed area between Oakview Avenue and the existing rail line 

(Figure 5-253 and Figure 5-254). 

FIGURE 5-252: TYPICAL SETTING IN AREA 15A, LOOKING SOUTH 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-204 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-253: AREA 15C, LOOKING SOUTH 

FIGURE 5-254: AREA 15D, LOOKING SOUTH 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-205 Phase IB Archaeological Survey, ROAF to BBHW 

5.15.1 Archaeological Area 15B 

Area 15B was the only area within the GNSA segment that required subsurface testing. Area 15B 

is located on the western side of the existing rail line north of East Parham Road in Richmond. 

The northern end of Area 15B is located approximately 1,500 feet (457.2 m) north of Parham Road, 

and from there the area extends across a distance of 1,081 feet (329.5 m), ending approximately 

450 feet (137.2 m) north of Parham Road. The majority of Area 15B was indicated by predictive 

modeling to have a moderate probability to contain intact archaeological deposits, while a small 

section at the southern end of the area was mapped as high probability. 

Area 15B is located in a small wooded area in a section of Henrico County otherwise dominated 

by industrial and commercial development. The northern end of Area 15B is so narrow as to not 

meet the threshold for testing, and the southern portion of the area lies mainly on what appears 

to be an artificial berm surrounded by water-filled ditches (Figure 5-255). Although this berm 

appeared to be disturbed, a judgmental STP was placed in order to examine the soils and verify 

that appearance (Figure 5-256 and Figure 5-257). A single STP was excavated in Area 15B, and 

was also the only STP in the entirety of the GNSA segment. The soils within the STP were clearly 

disturbed containing a mixture of very dark grayish brown (2.5Y 3/2) sandy loam mottled with 

black (10YR 2/1) sandy loam that contained 60% gravel and extended to a depth of 1 foot 

(30.5cm), at which point the gravel content made further excavation impracticable (Figure 5-258). 

No artifacts or features were found and no sites were identified in Area 15B. 

 

FIGURE 5-255: TYPICAL VIEW IN AREA 15B, LOOKING NORTH

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-207 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-257: LOCATION CONTAINING STP 15B-1, LOOKING NORTH 

1.2'

0.8'

0.4'

0

Munsell:

Unexcavated

I = Very dark grayish brown (2.5Y 3/2) 

 mottled with black (10YR 2/1) sandy loam

 with 60% gravel

I

FIGURE 5-258: REPRESENTATIVE SOIL PROFILE FROM AREA 15B, STP 15B-1 

5.16 SAY/WAY TO AM JCT (SAAM/16) 

The northwestern end of the SAAM segment of the DC2RVA corridor begins at the south end of 

the GNSA segment, east of I-195 and immediately east of Roseneath Road in Richmond. The 

southeastern end is east of North 7th Street and south of Hospital Street, also in Richmond (Figure 

5-259). The setting of the SAAM segment of the APE is urban, with a thin buffer of varying 

vegetation lining both sides of the existing railroad grade. This segment covers a total distance of 

approximately 3 miles (4.8 km) and the APE encompasses 40.2 acres (16.3 ha). Based 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-209 Phase IB Archaeological Survey, ROAF to BBHW 

on predictive modeling, high probability areas cover 0.02 acres (0.008 ha), there were no identified 

medium probability areas, and low probability areas cover 0.03 acres (0.01 ha). The remaining 

40.1 acres (16.2 ha) were classified as having no potential for intact archaeological sites. As such, 

the SAAM segment consists of two archaeological areas, lettered 16A and 16B. Neither of the 

archaeological areas required subsurface testing based on the presence of various surface 

disturbances. No artifacts were recovered and no new sites were identified. 

Like much of the DC2RVA project corridor as a whole, all of SAAM segment was not subjected 

to subsurface testing due to existing disturbances, mainly consisting of the grading and 

embankments required by the existing railroad, but also substantial rubble piles likely associated 

with nearby demolition. The APE in Area 16A was located completely on the side slope of the 

existing railroad grade (Figure 5-260). In Area 16B, the APE fell on a substantial rubble pile 

(Figure 5-261). 

FIGURE 5-260: AREA 16A CORRIDOR COMPLETELY ON THE STEEP SIDE SLOPE OF THE 

EXISTING RAILROAD GRADE, LOOKING SOUTHWEST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-210 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-261: AREA 16B RUBBLE PILE, LOOKING EAST 

5.17 WAY TO CENTRALIA- A LINE (WACE/18) 

The WACE segment of the DC2RVA corridor is located in the City of Richmond and Chesterfield 

County. The northern end of the WACE segment is located in Richmond, near the interchange of 

I-64 and Boulevard. From there the segment meanders to the south, crossing the James River, and 

moving into Chesterfield County ending approximately 100 feet (30.5 m) north of Centralia Road 

in Chester. The WACE segment extends across a total distance of 14.5 miles (23.3 km) and 

encompassing a total of 175.5 acres (71 ha). Based on the predictive modeling, high probability 

areas for intact archaeological deposits cover 9.3 acres (3.8 ha) and moderate probability areas 

cover 1.5 acres (0.6 ha). A total of 91.7 acres (37.1 ha) was classified as having no potential for 

containing archaeological sites. The WACE segment APE consists of forty-two archaeological 

areas, given alphanumeric designations 18A through 18AP (Figure 5-262 and Figure 5-263). Of 

these, only four, Areas 18C, 18AD, 18AH and 18AK, required subsurface testing. 

Because of the setting of the WACE segment within the urban center of Richmond, and the 

rapidly expanding Chesterfield Suburbs, almost the entirety of the archaeological APE within 

WACE was disturbed. Every area within the APE of this segment was at least partially disturbed 

and the substantial majority were entirely disturbed. The primary disturbance in almost every 

area was a combination of grading between the existing rail line and the surrounding land, and 

the access roads or similar gravel areas connecting the areas around the existing rail to the many 

roads crossing the rail within the WACE segment. In numerous areas standing water also 

occupied some part of the APE width (Figure 5-264 through Figure 5-269). Areas 18AL, 18AM, 

18AN, 18AO, and 18AP are located partially within the PotNR boundaries of Proctor's Creek 

Battlefield (020-5320). Because these areas within the battlefield exhibited 

 


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D.C. to Richmond Southeast High Speed Rail 5-213 Phase IB Archaeological Survey, ROAF to BBHW 

significant disturbance no shovel testing or metal detector survey was undertaking in these 

locations. 

FIGURE 5-264: DISTURBANCE IN THE WACE APE: AREA 18A, LOOKING SOUTH; AREA 18B, 

LOOKING NORTH; AREA 18D, LOOKING NORTHWEST; AREA 18E, LOOKING NORTHEAST; 

AREA 18F, LOOKING NORTH; AND AREA 18G, LOOKING NORTH 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-214 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-265: DISTURBANCE IN THE WACE APE: AREA 18H, LOOKING SOUTH; AREA 18I, 

LOOKING SOUTH; AREA 18J, LOOKING SOUTH; AREA 18K, LOOING SOUTHWEST; AREA 18L, 

LOOKING SOUTH; AND AREA 18M, LOOING NORTHWEST 
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D.C. to Richmond Southeast High Speed Rail 5-215 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-266: DISTURBANCE IN THE WACE APE: AREA 18N, LOOKING NORTH; AREA 18O, 

LOOKING EAST; AREA 18P, LOOKING NORTH; AREA 18Q, LOOKING NORTHWEST; AREA 18R, 

LOOKING NORTH; AND AREA 18S, LOOKING SOUTH 
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D.C. to Richmond Southeast High Speed Rail 5-216 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-267: DISTURBANCE IN THE WACE APE: AREA 18T, LOOKING NORTH; AREA 18U, 

LOOKING NORTH; AREA 18V, LOOKING SOUTH; AREA 18X, LOOKING NORTHWEST, AREA 

18Y, LOOKING SOUTHEAST; AND AREA 18Z, LOOING WEST 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-217 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-268: DISTURBANCE IN THE WACE APE: AREA 18AA, LOOKING NORTHWEST; AREA 

18AB, LOOKING NORTHWEST; AREA 18AC, LOOKING SOUTH; AREA 18AE, LOOKING NORTH; 

AREA 18AF, LOOKING NORTH; AND AREA 18AG, LOOKING NORTH 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-218 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-269: DISTURBANCE IN THE WACE APE: AREA AI, LOOKING SOUTH; AREA 18AL, 

LOOKING SOUTH; AREA 18AM, LOOKING NORTHEAST; AREA 18AN, LOOKING NORTHEAST; 

AREA 18AO, LOOKING SOUTH; AND AREA 18AP, LOOKING EAST 

The setting within the WACE segment APE varied but generally included urban environs 

characterized by a variety of subsurface disturbances. A total of 10 STPs was excavated within 

the WACE segment, within Areas 18C, 18AD, 18AH, and 18AK. STPs reached an average depth 

of 0.8 feet (24.4 cm), with a maximum depth of 1.3 feet (39.6 cm). A horizon soils in the WACE 

segment had an average depth of 0.5 feet (15.2 cm) and ranged in depth from 0.1 to 0.8 feet (3 to 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-219 Phase IB Archaeological Survey, ROAF to BBHW 

24.4 cm). Profiles varied greatly across the segment and are discussed within the context of each 

area below. 

5.17.1 Archaeological Area 18C 

Area 18C is located on the east side of the existing railroad grade, south of Area 18B and New 

Kent Road in Richmond. Predictive modeling indicated this as a high probability area for 

archaeological deposits. Area 18C measures approximately 975 feet (297.2 m) in length, and is a 

wooded area buffering the adjacent residential neighborhood to the east from the existing 

railroad grade. Much of Area 18C falls in locations disturbed by pushpiles associated with the 

existing grade, in an artificial ditch, or on the steep artificial slope up to the existing railroad grade 

and is untestable. A small location in the northern portion of the area and another location in the 

center of the area were testable (Figure 5-270). Three total STPs were judgmentally placed and 

excavated between these two locations (Figure 5-271). No artifacts were found and no sites were 

discovered. 

FIGURE 5-270: TESTABLE LOCATION IN THE AREA 18C, LOOKING NORTH 

STPs were shallow and the average STP depth in Area 18C was 1 foot (30.5 cm) with a maximum 

depth of 1.3 feet (39.6 cm). A horizons had an average depth of 0.6 feet (18.3 cm) with a maximum 

depth of 0.8 feet (24.4 cm). A representative profile has a very dark grayish brown (10YR 3/2) 

clay loam organic A horizon covering yellowish brown (10YR 5/6) sandy clay (Figure 5-272). 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-221 Phase IB Archaeological Survey, ROAF to BBHW 

1.2'

0.8'

0.4'

0 Munsell:

Unexcavated

I = Very dark grayish brown 

 (10YR 3/2) clay loam

I

II

II = Yellowish brown (10YR 5/6) 

 compact sandy clay

FIGURE 5-272: REPRESENTATIVE SOIL PROFILE FROM AREA 18C, STP 18C-2 

5.17.2 Archaeological Area 18AD 

Area 18AD is located on the west side of the existing railroad grade, south of Castlewood Road 

and north of Cogbill Road in Chesterfield County, Virginia. Predictive modeling indicated this as 

a high probability area for archaeological deposits. Area 18AD measures approximately 2,400 feet 

(731.5 m) in length, and is in a wooded area. Much of Area 18AD falls in locations disturbed by 

grading and filling needed to build the corridor up slightly above surrounding inundated areas 

or on the steep artificial slope up to the existing railroad grade. Two STPs were judgmentally 

placed and excavated to verify the grading and filling disturbance (Figure 5-273 and Figure 5-

274). The STPs were excavated to depths of 0.3 feet and 0.1 feet, respectively, before hitting 

impassable angular gravel. The soil matrix around the gravel is black (10YR 2/1) clay loam. No 

artifacts were found and no sites were discovered. 

5.17.3 Archaeological Area 18AH 

Area 18AH is located on the west side of the existing railroad grade, north of the Chippenham 

Parkway in Chesterfield County. Predictive modeling indicated this as a high probability area for 

archaeological deposits. Area 18AH measures approximately 675 feet (205.7 m) in length, and is 

a wooded area. Much of Area 18AH falls in locations on the steep artificial slope up to the existing 

railroad grade. A high bluff finger overlooking an unnamed tributary of Falling Creek at the same 

elevation as the existing railroad grade in the central portion of the area was testable (Figure 5-

275). Three STPs were excavated at 50-foot (15.2-m) intervals along a single transect on this 

landform (Figure 5-276). No artifacts were found and no sites were discovered. 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-223 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-274: TESTABLE LOCATION IN AREA 18AD, LOOKING NORTH 

FIGURE 5-275: TESTABLE LOCATION IN AREA 18AH, LOOKING SOUTH 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-225 Phase IB Archaeological Survey, ROAF to BBHW 

STPs were shallow and the average STP depth in Area 18AH was 1 foot (30.5 cm), with a 

maximum depth of 1.3 feet (39.6 cm). The A horizons encountered all had a depth of 0.5 feet (15.2 

cm). A representative profile has a dark yellowish brown (10YR 3/4) sandy loam organic A 

horizon, over a strong brown (7.5YR 5/6) loamy sand mottled with very pale brown (10YR 7/3) 

loamy sand, covering light gray (2.5Y 7/2) compact sand (Figure 5-277). 

0.9'

0.6'

0.3

0 Munsell:

Unexcavated

I

II

= Dark yellowish brown (10YR 3/4) 

 sandy loam

= Strong brown (7.5YR 5/6) mottled 

 with very pale brown (10YR 7/3) 

 loamy sand

I

II

III

III = Light gray (2.5Y 7/2) compact sand

FIGURE 5-277: REPRESENTATIVE SOIL PROFILE FROM AREA 18AH, STP 18AH-1 

5.17.4 Archaeological Area 18AK 

Area 18AK is located on the west side of the existing railroad grade, south of south Beulah Road 

and north of Dalebrook Drive and New Kent Road in Chesterfield County. Predictive modeling 

indicated this as a high probability area for archaeological deposits. Area 18AK measures 

approximately 2,325 feet (708.7 m) in length, and is a wooded area buffering the adjacent 

residential neighborhood to the west from the existing railroad grade. Much of Area 18AK falls 

in locations disturbed by artificial linear berms, or where the corridor is entirely in a stream 

channel and is untestable. A small location in the northern portion of the area and another 

location in the center of the area were testable (Figure 5-278 and Figure 5-279). Two STPs, one in 

each location, were judgmentally placed and excavated. No artifacts were found and no sites were 

discovered. 

STPs were shallow and both STPs were 1 foot (30.5 cm) deep. A-horizons had an average depth 

of 0.35 feet (10.7 cm) with a maximum depth of 0.5 feet (15.2 cm). A representative profile has a 

dark brown (7.5YR 3/2) silty loam organic A horizon, over yellowish red (5YR 5/6) clayey loam, 

covering yellowish red (5YR 5/6) mottled with pinkish gray (7.5YR 7/2) compact silty clay 

(Figure 5-280). 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-227 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-279: TESTABLE LOCATION IN AREA 18AK, LOOKING EAST 

1.2'

0.8'

0.4

0 Munsell:

Unexcavated

I

II

= Dark brown (7.5YR 3/2) silty loam

= Yellowish red (5YR 5/6) clay loam

I

II

III III = Yellowish red (5YR 5/6) mottled 

 with pinkish gray (7.5YR 7/2) 

 compact silty clay

FIGURE 5-280: REPRESENTATIVE SOIL PROFILE FROM AREA 18AK, STP 18AK-1 

5.17.5 Previously Recorded Site 44CF0680 

Site 44CF0680, Fort Darling or Centralia Earthworks, intersects the AMCE and WACE segment 

APE in multiple locations. DHR has determined this site to be eligible for the NRHP under 

Criteria A and C, and it is associated with architectural resource 020-0022. This site was examined 

in association with Richmond to Raleigh segment of the SEHSR (Barile and Dollins 2012) in 

relation to the AMCE segment APE, therefore only the WACE segment will be addressed. As 
RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-228 Phase IB Archaeological Survey, ROAF to BBHW 

mapped by DHR, portions of the Centralia Earthworks intersect the WACE segment APE 

(notably in Areas 18AL, 18AM, and 18AN). However, field inspection found that no portions of 

these features remain intact within the APE, likely destroyed by the construction of the railroad 

and adjacent roads/development (Figure 5-281 and Figure 5-282). Additionally, no evidence of 

the earthworks in these locations were visible outside the APE. Based on the field inspection it 

appears that these earthworks have been destroyed in the in WACE segment APE. Because of its 

notable association with the Civil War and preservation in other locations, it is recommended 

that site 44CF0680 remains eligible for the NRHP. The subsurface integrity of the segment of 

the site overlapping the APE, however, has been compromised by the railroad construction, as 

such any portion of this site within the APE does not contribute to overall site eligibility. DHR 

concurred with this recommendation in a letter dated October 11, 2016. 

FIGURE 5-281: SITE 44CF0680 WITHIN AREA 18AL, LOOKING NORTHWEST 

5.17.6 Previously Recorded Site 44HE0840 

Site 44HE0840, located in the James River within the WACE segment APE consists of the location 

of an older, nineteenth century railroad bridge adjacent to the location of the existing Atlantic 

Coast Railroad Bridge, recorded in 1990 by W.E. Trout of the American Canal Society (Figure 5-

283). All that remains visible above the surface of the river are a series of piers paralleling the 

existing bridge. Although previously recorded as an archaeological site, these bridge remains 

represent an above-ground resource that will be surveyed, and if possible evaluated, in 

conjunction with a forthcoming architectural reconnaissance survey of all structures within the 

DC2RVA architectural APE. 

 


RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-231 Phase IB Archaeological Survey, ROAF to BBHW 

5.17.7 Previously Recorded Site 44HE0841 

Site 44HE0841, is a segment of canal remains related to the James River and Kanawah Canal and 

is also located in the James River, within the WACE segment, crossing through the above site, 

44HE0840 (see Figure 5-283). This canal section was surveyed by W.E Trout of the American 

Canal Society in 1986, at which time some portions of the canal structure were visible above the 

surface. At the time of the present survey, no portion of this site was visible from the right of 

ways available to the survey team. Although previously recorded as an archaeological site, these 

canal remains represent an above-ground resource that will be surveyed, and if possible 

evaluated, in conjunction with a forthcoming architectural reconnaissance survey of all structures 

within the DC2RVA architectural APE. 

5.18 AM JCT TO FULTON YARD (AMFY/19) 

The AMFY segment of the DC2RVA corridor is located within the City of Richmond and Henrico 

County, east of I-95 (Figure 5-284). The northern end joins the southern end of the BBWH segment 

and the southern end is located in Henrico County, just west of the Richmond International 

Airport. The setting of the AMFY segment APE is primarily urban (Figure 5-285). It covers a total 

distance of approximately 4.4 miles (7 km). Initial predictive modeling of the AMFY segment 

indicated some areas with a probability for containing intact archaeological deposits. However, 

subsequent to modeling the DC2RVA corridor was altered and this segment was reduced. 

Additionally, while the current fieldwork was underway, project plans were altered to include 

only upgrades to existing above-ground railroad signaling along the AMFY segment, as such no 

subsurface disturbance is proposed within this portion of the corridor. In light of these changes 

to the project scope no archaeological testing was undertaken beyond a brief visual 

reconnaissance to discern the general setting of the segment and of any previously recorded sites 

located therein. No artifacts were recovered, and no new sites were identified. 

5.18.1 Previously Recorded Site 44HE1095 

Site 44HE1095, known as the Hawes site, was recorded as a nineteenth-century storage facility, 

possibly for coal, identified by Tim Thompson and sponsored by the Army Corp of Engineers in 

1990 during the Richmond Floodwall Project. The site was the location of a structure which was 

demolished during surface preparation for the floodwall project and was identified through 

surface collection following the demolition. Late-nineteenth-century ceramics and container glass 

were recovered. Site 44HE1095 has not been evaluated by the DHR. Nothing remains of the site 

today as the site area is now covered by the existing railroad grade, an Enterprise Rent-A-Car, 

and a pizza restaurant (Figure 5-286 and Figure 5-287). It is therefore recommended that the 

portion of site 44HE1095 within the APE lacks subsurface integrity and therefore cannot 

contribute the site’s overall NRHP eligibility. However, it is recommended that the site as a 

whole remain unevaluated for the NRHP. DHR concurred with this recommendation in a letter 

dated October 11, 2016. 

 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-233 Phase IB Archaeological Survey, ROAF to BBHW 

FIGURE 5-285: TYPICAL SETTING IN AMFY, LOOKING SOUTHEAST 

FIGURE 5-286: SITE 44HE1095 LOCATION FROM BENEATH EXISTING RAIL AT 

INTERSECTION OF EAST CARY AND SOUTH 17TH STREETS,LOOKING SOUTHEAST 

RESULTS OF ARCHAEOLOGICAL SURVEY 

D.C. to Richmond Southeast High Speed Rail 5-235 Phase IB Archaeological Survey, ROAF to BBHW 

5.19 BUCKINGHAM BRANCH/HOSPITAL WYE (BBHW/20) 

The BBWH segment of the DC2RVA corridor is entirely in the City of Richmond, east of I-95 in 

the south and traverses I-64. The southern end joins the northern end of the AMFY segment and 

the northern end terminates just north of Magnolia Street. The setting of Segment 20 is 

predominantly urban, interspersed with pockets of vegetation (Figure 5-288). This segment 

covers a total distance of approximately 1.8 miles (2.9 km) (Figure 5-289). Initial predictive 

modeling of the BBHW segment indicated areas with a probability for containing intact 

archaeological deposits. However, subsequent to modeling, the DC2RVA corridor was altered 

and this segment was drastically reduced. The current span of the segment does not include any 

areas identified for archaeological survey via predictive modeling and no previously recorded 

archaeological sites are located within the current limits of the APE. In light of these changes to 

the project scope, no archaeological testing was undertaken beyond a brief visual reconnaissance 

to discern the general setting of the segment. 

FIGURE 5-288: TYPICAL SETTING IN BBHW SEGMENT, LOOKING WEST 

D.C. to Richmond Southeast High Speed Rail 6-1 Phase IB Archaeological Survey, ROAF to BBHW 

SUMMARY AND RECOMMENDATIONS 

The proposed DC2RVA segment of the Southeast High Speed Rail project was examined through 

a Phase IB archaeological survey. The proposed project is being completed under the auspices of 

the FRA in conjunction with the DRPT. Because of the FRA’s involvement, the undertaking is 

required to comply with the National Environmental Policy Act of 1969 (NEPA) and Section 106 

of the National Historic Preservation Act of 1966, as amended. The project is being completed as 

DHR File Review #2014-0666. 

The current archaeological study included a Phase IB survey of the 20 main line segments (ROAF 

to BBHW) of the DC2RVA corridor based on the results of the previously completed 

archaeological background review and archaeological predictive model (Klein at al. 2015). The 

archaeological APE for the DC2RVA project includes the footprint of physical improvements 

associated with the project, inclusive of both the rail modifications and any associated roadwork. 

Engineering and design work has not yet been completed for the corridor, as such the APE for 

this study was limited to proposed improvement to the existing CSXT rail right-of-way and was 

specifically defined as an area encompassing 2,109.5 acres (853.7 ha), extending 50 feet (15.2 m) 

on either side of the railroad centerline, an existing 123-mile (198-km) corridor. Subsequent 

reports will reflect the study of any areas within the APE but not discussed in this report, such as 

road modifications and station locations. The goal of the Phase IB survey was to identify 

archaeological sites greater than 50 years in age and to provide an initial assessment of the 

integrity and research potential of any archaeological sites discovered within the APE in relation 

to potential NRHP eligibility. 

Previously completed survey in the PCAR and AMCE segments of the DC2RVA corridor, in 

association with accompanying DHR effect determinations for these portions of the project, 

precluded the need for further Phase IB investigations within these segments. Additionally, no 

above-ground resources, namely the multiple battlefields traversed by the archaeological APE, 

were evaluated within the scope of this archaeological survey. Instead, descriptions and 

evaluations (when possible) of these resources are addressed in ongoing architectural studies of 

the corridor. 

The archaeological survey consisted of pedestrian survey and subsurface testing, supplemented 

by metal detector survey in selected archaeological areas identified by predictive modeling. All 

previously recorded sites within the APE determined to be eligible or potentially eligible for 

listing on the NRHP and those previously recorded sites that had not been evaluated by the DHR 

were examined regardless of their probability ranking or location within the probability model. 

Based on the pedestrian survey, subsurface testing (and if necessary metal detection) was carried 

out in locations deemed to have potential for intact subsurface deposits. The archaeological areas 

subjected to Phase IB survey encompassed 156.1 acres (63.2 ha). 

6
SUMMARY AND RECOMMENDATIONS 

D.C. to Richmond Southeast High Speed Rail 6-2 Phase IB Archaeological Survey, ROAF to BBHW 

A total of 424 STPs was excavated within 51 discrete archaeological areas along the 123-mile-long 

(198-km) APE. The excavation of the shovel tests resulted in the recovery of 19 artifacts that date 

entirely to the historic period and include ceramics, glass, metal, and architectural debris. 

Phase IB survey resulted in the identification of 21 archaeological sites and 2 isolated finds within 

the surveyed portions of the APE (Table 6-1). Of these 21 archaeological sites, 18 were previously 

identified archaeological sites and 3 were newly recorded. It is recommended that 2 sites 

(44CF0680 and 44FX2542) remain potentially eligible or eligible for listing on the NRHP, but that 

the portion of these sites within the APE does not contribute to their overall site eligibility. Two 

of these sites (44SP0187 and 44SP0468) are recommended potentially eligible for listing on the 

NRHP. Two sites (44HE0840 and 44HE0841) are unevaluated for the NRHP. Twelve sites remain 

unevaluated, but the portion of these sites within the APE have been destroyed or severely 

compromised and as such they do not contribute to their respective site’s overall eligibility. 

Finally, the three newly recorded sites and the two isolated finds are recommended not eligible 

for NRHP listing. 

TABLE 6-1: SUMMARY OF IDENTIFIED ARCHAEOLOGICAL SITES 

DC2RVA 

Project 

Segment 

DHR 

Number Type Recommendation 

1 44AR0037 Multiple Dwelling/Hotel; Late 

Nineteenth-century 

Unevaluated; Portion in APE does not 

contribute to Eligibility 

1 44AX0028 Canal; Nineteenth Century Unevaluated; Portion in APE does not 

contribute to Eligibility 

1 44AX0207/ 

000-9800-0045 Camp; Late Eighteenth Century Unevaluated; Portion in APE does not contribute to Eligibility 

3 44FX0453 Domestic Scatter; Twentieth Century Unevaluated; Portion in APE does not 

contribute to Eligibility 

3 44FX0561 Lithic Scatter; Indeterminate Prehistoric Unevaluated; Portion in APE does not 

contribute to Eligibility 

3 44FX0562 Lithic Scatter; Indeterminate Prehistoric Unevaluated; Portion in APE does not 

contribute to Eligibility 

4 44FX2455 

Lithics Scatter, Domestic Scatter; 

Indeterminate Prehistoric, Twentieth 

Century 

Unevaluated; Portion in APE does not 

contribute to Eligibility 

4 44FX2542 

King’s House Hill; Lithics Scatter, 

Domestic Scatter; Indeterminate 

Prehistoric, Eighteenth Century 

DHR Determined Potentially Eligible under 

Criterion D; Portion in APE does not 

contribute to Eligibility 

4 44PW1843/ 

000-9800-0079 Camp; Late Eighteenth Century Unevaluated; Portion in APE does not contribute to Eligibility 

6 44ST0296 Civil War Camp; Nineteenth Century Unevaluated; Portion in APE does not 

contribute to Eligibility 

7 44SP0187 Bridge/Possible Mill; Nineteenth Century Potentially Eligible under Criteria A and D 

9 44SP0468 Jackson’s Earthwork-Encampment; 

Nineteenth Century Potentially Eligible under Criteria A and D 
SUMMARY AND RECOMMENDATIONS 

D.C. to Richmond Southeast High Speed Rail 6-3 Phase IB Archaeological Survey, ROAF to BBHW 

TABLE 6-1: SUMMARY OF IDENTIFIED ARCHAEOLOGICAL SITES 

DC2RVA 

Project 

Segment 

DHR 

Number Type Recommendation 

10 44CE0106 

Dwelling/Domestic Scatter; MidEighteenth Century through Twentieth 

Century 

Unevaluated; Portion in APE does not 

contribute to Eligibility 

11 

44CE0626/ 

 000-9800-

0054 

Camp; Late Eighteenth Century Unevaluated; Portion in APE does not 

contribute to Eligibility 

11 44CE0836 Artifact Scatter, Late-Nineteenth 

Through Early-Twentieth Century Not Eligible 

12 44CE0837 Artifact Scatter, Late-Nineteenth 

Through Early-Twentieth Century Not Eligible 

12 44CE0838 Artifact Scatter, Late-Nineteenth 

Through Early-Twentieth Century Not Eligible 

18 44CF0680 

Fort Darling/Centralia Earthworks; 

Battlefield, Earthworks, Fort. 19th 

Century: 2nd/3rd quarter (1825−1874), 

19th Century: 3rd quarter (1850−1874), 

Prehistoric/Unknown 

Eligible under Criteria A and C; Portion in 

APE does not contribute to Eligibility 

18 44HE0840 Bridge; Nineteenth Century Unevaluated, see forthcoming DC2RVA 

Structures Report 

18 44HE0841 Canal; Nineteenth Century Unevaluated, see forthcoming DC2RVA 

Structures Report 

19 44HE1095 Storage Facility; Nineteenth Century Unevaluated; Portion in APE does not 

contribute to Eligibility 

Source: Dovetail 2016 

Sites 44CF0680 Fort Darling or Centralia Earthworks, intersects the AMCE and WACE segment 

APE in multiple locations. DHR has determined this site to be eligible for the NRHP under 

Criteria A and C and it is associated with architectural resource 020-0022. This site was examined 

in association with Richmond to Raleigh segment of the SEHSR (Barile and Dollins 2012) in 

relation to the AMCE segment APE. Field inspection of the WACE segment APE found that no 

portions of these features remain intact within the APE, likely destroyed by the construction of 

the railroad and adjacent roads/development. Because of its notable association with the Civil 

War and preservation in other locations, it is recommended that site 44CF0680 remains eligible 

for the NRHP under Criteria A and C. The subsurface integrity of the segment of the site 

overlapping the APE, however, has been compromised by the railroad construction, as such 

any portion of this site within the APE does not contribute to overall site eligibility. 

Site 44FX2542, King’s House Hill, is a multi-component site determined potentially eligible for 

the NRHP by the DHR under Criterion D. The prehistoric component dates to the Paleoindian 

through Late Woodland. However, King’s House Hill is thought to be the location of Tauxenent, 

the political center of the Dogue (Moyumpse) mentioned by John Smith in 1612. The historic 

component dates to the eighteenth century. Site 44FX2542 was revisited during field 
SUMMARY AND RECOMMENDATIONS 

D.C. to Richmond Southeast High Speed Rail 6-4 Phase IB Archaeological Survey, ROAF to BBHW 

investigations, and the landform known as King’s House Hill was located. However, the portion 

of King’s House Hill in the APE has been truncated by grading associated with construction of 

the existing railroad grade, destroying any portion of 44FX2542 within the APE. As such, it is

recommended that the portion of site 44FX2542 within the corridor lacks subsurface integrity 

and therefore does not contribute to the site’s potential NRHP eligibility. 

Site 44SP0187 was previously recorded as a stone bridge pier on the south bank of the 

Rappahannock River. It was revisited and the vicinity was photodocumented within the scope of 

the current study. The site area was not subjected to subsurface testing as it was not included in 

the locations the probability model identified for testing. Surface features observed during 

pedestrian survey suggest that the remains of several buildings and structures may be present in 

the site boundary. As such, Dovetail recommends that the site is potentially eligible under 

Criteria A and D, and a Phase II archaeological evaluation should be undertaken to determine 

the nature and extent of the archaeological remains associated with site 44SP0187, if project 

design plans dictate rail upgrades in the vicinity. 

Site 44SP0468, Jackson's Earthworks-Encampment Site, is a previously recorded large complex of 

earthworks and other encampment features associated with the Civil War Battle of 

Fredericksburg. Prior to this Phase IB survey, site 44SP0468 was mapped on the east side of the 

rail corridor and outside the archaeological APE. During the survey of Area 9G a relatively well 

preserved section of earthwork was observed approaching the existing rail line and adjacent 

utility corridor at an oblique angle from the southwest. STP and metal detector surveys adjacent 

to the earthwork yielded no artifacts or evidence of additional cultural features. The newly 

identified earthwork section appears to terminate just outside the APE, and the APE itself does 

not appear to contain soils likely to contain subsurface deposits, but the earthwork is considered 

to abut the eastern margin of the APE. The site is recommended potentially eligible under Criteria 

A and D. As such, it is recommended that further delineation and evaluation should be 

undertaken if project design plans call for rail upgrades in this location. 

Although previously recorded as archaeological resources, sites 44HE0840 and 44HE0841 

represent above-ground resources that will be surveyed, and if possible evaluated, in conjunction 

with a forthcoming architectural reconnaissance survey of all structures within the DC2RVA 

architectural APE. As such, sites 44HE0840 and 44HE0841 remain unevaluated for the NRHP as 

they are outside the scope of the current Phase IB archaeological study. 

Twelve previously recorded sites remain unevaluated for the NRHP, however, all portions of 

these sites within the APE have been impacted by subsurface disturbance that has compromised 

their integrity. As such, it is recommended that all portions of sites 44AR0037, 44AX0028, 

44AX0207/000-9800-0045, 44CE0106, 44CE0626/000-9800-054, 44FX0453, 44FX0561, 44FX0562, 

44FX2455, 44HE1095, 44PW1843/000-9800-0079, and 44ST0296 within the APE do not contribute 

to their respective site’s overall potential eligibility for the NRHP. 

The three newly recorded sites (44CE0836, 44CE0837 and 44CE0838) and the two isolated finds 

are recommended not eligible for NRHP listing. 

DHR concurred with all recommendations outlined in this report in a letter dated October 11, 

2016.
D.C. to Richmond Southeast High Speed Rail A-1 Phase IB Archaeological Survey, ROAF to BBHW 

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